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Ref.: AN 13/2.1-16/54 23 June 2016

Subject: Approval of Amendment 7 to the PANS-ATM

Action Required: a) Implementation of the amendment

on 10 November 20161; b) Publication of any differences

as of 10 November 2016

Sir/Madam,

I have the honour to inform you that the Air Navigation Commission, acting under 1.

delegated authority, on 1 March 2016, approved Amendment 7 (i.e. Amendments 7-A and 7-B) to the

fifteenth edition of the Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM,

Doc 4444), for applicability on 10 November 20162. The amendments were approved on 6 June 2016 by

the President of the Council on behalf of the Council in accordance with established procedure. Copies of

the amendment are available as attachments to the electronic version of this State letter on the ICAO-NET

(http://portal.icao.int) where you can access all other relevant documentation.

Amendment 7 (i.e. Amendments 7-A and 7-B) stems from proposals developed by the 2.

Separation and Airspace Safety Panel (SASP), the second meeting of the Operational Data Link Panel

(OPLINKP/2), the third meeting of the Air Traffic Management Operation Panel (ATMOPSP/3), the first

meeting of the Flight Operations Panel (FLTOPSP/1), the sixteenth meeting of the Operations Panel

Working Group of the Whole (OPSP/WG/WHL/16), the third meeting of the Aerodromes Panel (AP/3)

and the Meteorology (MET) Divisional Meeting (2014). The amendment is related to:

a) performance-based longitudinal and lateral separation minima and automatic

dependent surveillance — contract (ADS-C) climb and descend procedure (CDP);

b) separation departing aircraft from arriving aircraft that are following an area

navigation (RNAV) or required navigation performance (RNP) route;

1 5 November 2020 for Amendment 7-B related to an enhanced global reporting format in terms of implementation and

publication of differences. 2 5 November 2020 for Amendment 7-B related to an enhanced global reporting format.

http://portal.icao.int/

- 2 -

c) data link initiation capability (DLIC), ADS-C, performance-based communication

and surveillance (PBCS) and satellite voice communications (SATVOICE);

d) vectoring for final approach, advising of take-off run available (TORA) and use of

SID/STAR;

e) standard phraseology for de/anti-icing ground and flight crews;

f) emergency descent procedures;

g) autonomous runway incursion warning system (ARIWS);

h) forwarding of special air-reports and definition of SIGMET information; and

i) an enhanced global reporting format for assessing and reporting runway surface

conditions (2020 applicability).

An implementation task list, including an outline of guidance material, and an impact 3.

assessment for the amendment are presented in Attachments B and C, respectively.

Your Government is invited by the Council to implement the provisions of the 4.

PANS-ATM as amended. In this connection, I draw your attention to the decision taken by the Council,

on 1 October 1973, to discontinue the publication of differences in Supplements to the PANS documents

and, instead, to request States to publish up-to-date lists of significant differences from PANS documents

in their Aeronautical Information Publications (AIPs).

Please note that the time between the approved date and the applicability date of 5.

5 November 2020 for Amendment 7-B to the PANS-ATM is longer than usual due to the

multidisciplinary nature of the proposal and the resulting need for distributing an information package as

part of a roll-out plan to ensure that all disciplines are aligned towards a seamless implementation.

May I, therefore, invite your Government to publish in your Aeronautical Information 6.

Publication a list of any significant differences which will exist on 10 November 20163 between the

amended provisions of the PANS-ATM and your national regulations and practices.

Accept, Sir/Madam, the assurances of my highest consideration.

Fang Liu

Secretary General

Enclosures:

A — Amendment to the Foreword of the PANS-ATM

B — Implementation task list and outline of guidance material in

relation to Amendment 7 to the PANS-ATM

C — Impact assessment in relation to Amendment 7 to the

PANS-ATM

3 5 November 2020 for Amendment 7-B related to an enhanced global reporting format.

ATTACHMENT A to State letter AN 13/2.1-16/54

AMENDMENT TO THE FOREWORD OF THE

PANS-ATM, FIFTEENTH EDITION

Add the following at the end of Table A:

Amendment Source(s) Subject Approved

Applicable

7-A The Separation and

Airspace Safety Panel

(SASP), the second

meeting of the Operational

Data Link Panel

(OPLINKP/2), the third

meeting of the Air Traffic

Management Operation

Panel (ATMOPSP/3) and

the Secretariat, the first

meeting of the Flight

Operations Panel

(FLTOPSP/1), the sixteenth

meeting of the Operations

Panel Working Group of

the Whole

(OPSP/WG/WHL/16), the

third meeting of the

Aerodromes Panel (AP/3)

and the Meteorology

(MET) Divisional Meeting

(2014).

Performance-based longitudinal and

lateral separation minima and ADS-C

CDP; separation between arrival and

departure operations; DLIC, CPDLC,

ADS-C, PBCS and SATVOICE;

procedures used to vector for final

approach, advising of TORA and

SID/STAR; standard phraseology for

de/anti-icing ground and flight crews;

emergency descent procedures;

autonomous runway incursion

warning system (ARIWS); and

forwarding of special air-reports and

definition of SIGMET information.

6 June 2016

10 November 2016

Amendment Source(s) Subject Approved

Applicable

7-B The third meeting of the

Aerodromes Panel (AP/3)

The use of a global reporting format

for assessing and reporting runway

surface conditions

6 June 2016

5 November 2020

ATTACHMENT B to State letter AN 13/2.1-16/54

IMPLEMENTATION TASK LIST AND OUTLINE OF GUIDANCE

MATERIAL IN RELATION TO AMENDMENT 7 TO PANS-ATM

(DOC 4444)

1. IMPLEMENTATION TASK LIST

1.1 Essential steps to be followed by a State in order to implement Amendment 7 to the

PANS-ATM:

a) conduct a gap analysis between the amendment and national regulatory framework;

b) identification of the rule-making process necessary to transpose the amendment

concerning the following subjects into the national requirements, where necessary;

c) drafting of the modification to the national requirements and means of compliance;

d) official adoption of the national requirements and means of compliance;

e) identification and publication of significant differences, if any, in the State’s

aeronautical information publication (AIP);

f) modification of surveillance programmes to include new requirements, if applicable;

g) revision of guidance material and checklists for safety oversight inspectors;

h) training of inspectors based on the revised inspector guidance material; and

i) ensure compliance by industry (air navigation services provider (ANSP) and

operator) through safety oversight activities.

2. STANDARDIZATION PROCESS

2.1 Approval date: May 2016

2.2 Applicability date: 10 November 2016 for the elements concerning performance-based

longitudinal and lateral separation minima and automatic dependent surveillance — contract (ADS-C)

climb and descend procedure (CDP); separation between arrival and departure operations; data link

initiation capability (DLIC), controller-pilot data link communications (CPDLC), automatic dependent

surveillance — contract (ADS-C), performance-based communication and surveillance (PBCS) and

satellite voice communications (SATVOICE); procedures used to vector for final approach, advising

of take-off run available (TORA) and standard instrument departures (SID) and standard instrument

arrivals (STAR) (SID/STAR); standard phraseology for de/anti-icing ground and flight crews; emergency

descent procedures; autonomous runway incursion warning system (ARIWS); and forwarding of special

air-reports and definition of SIGMET information.

2.3 Applicability date: 5 November 2020 for the element concerning the use of a global

reporting format for assessing and reporting runway surface conditions.

2.4 Embedded applicability date(s): N/A

B-2

3. SUPPORING DOCUMENTATION

3.1 ICAO documentation

Title Type (PANS/TI/Manual/Circ)

Planned

publication date

Performance-based Communication and

Surveillance Manual (Doc 9869)

Manual November 2016

Global Operational Data Link (GOLD)

Manual (Doc 10037)

Manual

November 2016

Satellite Voice Operations Manual (SVOM)

(Doc 10038)

Manual November 2016

Guidelines for the Implementation of Lateral

Separation Minima Circular (Cir 341-AN/184)

Circular Available

Automatic Dependent Surveillance — Contract

(ADS-C) Climb and Descend Procedure (CDP)

Circular (Cir 342-AN/200)

Circular Available

Guidelines for the Implementation of

Performance-based Longitudinal Separation

Minima Circular (Cir 343-AN/201)

Circular November 2016

3.2 External documentation

Title

External

Organization Publication date

None

4. IMPLEMENTATION ASSISTANCE TASKS

Type Global Regional

Regional

workshop as

resources permit

ICAO regional offices or States

offering to host regional events

5. UNIVERSAL SAFETY OVERSIGHT AUDIT

PROGRAMME (USOAP)

5.1 No major changes to the USOAP CMA protocol questions are envisaged. However, in

the area of ANS, existing protocol questions may need amendment or new protocol questions may be

required to assess effective implementation by States. This will be assessed during the next amendment

cycle of the protocol questions.

— — — — — — — —

ATTACHMENT C to State letter AN 13/2.1-16/54

IMPACT ASSESSMENT IN RELATION

TO AMENDMENT 7 TO PANS-ATM (DOC 4444)

1. INTRODUCTION

1.1 Amendment 7 to the PANS-ATM is intended to address the requirements and procedures

for the following:

a) performance-based longitudinal and lateral separation minima for aircraft in the

en-route phase of flight and ADS-C CDP;

b) separation of departing aircraft from arriving aircraft that are following an RNAV or

RNP route;

c) use of DLIC, CPDLC, ADS-C, PBCS and SATVOICE;

d) vectoring for final approach, use of TORA and SID/STAR;

e) standard phraseology for de/anti-icing ground and flight crews;

f) emergency descent;

g) use of ARIWS;

h) forwarding of special air-reports and definition of SIGMET information; and

i) use of an enhanced global reporting format for assessing and reporting runway

surface conditions.

2. IMPACT ASSESSMENT

Amendment concerning performance-based longitudinal and lateral

separation minima and ADS-C CDP

2.1 Safety impact: Positive — This new separation minima increases flexibility in air traffic

management and is contingent on required communication performance (RCP) and required surveillance

performance (RSP) which increases robustness and safety of data link operations.

2.2 Financial impact: Negligible — The financial impact is considered negligible for both

State and industry if effective processes and procedures, necessary ground system automation and

monitoring programmes are already in place. However, should those not be in place and the ANSPs wish

to implement the procedure(s), associated implementation costs will only be incurred when the air traffic

demand requires reduction in separation minima. This will provide for increased access to optimal flight

levels, resulting in increased efficiency and fuel savings.

C-2

2.3 Security impact: No security impact is expected.

2.4 Environmental impact: Positive — Subject to traffic demand, the implementation of the

new separation standards will facilitate increased availability of optimal flight levels, with a consequent

reduction of emissions.

2.5 Efficiency impact: Positive — Subject to traffic demand, the implementation of the new

separation standards will facilitate increased availability of optimal flight levels, with a consequent

increase in efficiency.

2.6 Expected implementation time: One to two years — The new separation Standards will be

implemented only when air traffic density necessitates a reduction in separation minima. If effective

processes and procedures and necessary ground automation and monitoring programmes are already in

place, it is anticipated that a shorter timeline will suffice. However, should those not be in place and

ANSPs wish to implement, the implementation time will extend.

Amendment concerning separation between arrival and departure

operations

2.7 Safety impact: Positive — This amendment provides an additional separation method for

controllers to use in situations where none currently exist in the PANS-ATM. This change will therefore

make airspace management easier and is, as a consequence, expected to inherently result in improved

safety in the airspace. By defining where and when the aircraft should be before another aircraft is cleared

to take-off, it is expected that the conflicts between arrivals and departures will be reduced with a

consequent increase in the safety of operation.

2.8 Financial impact: Negligible — There will be a nominal cost to States, associated with

the rule-making process necessary to transpose the modified ICAO provisions into national regulations.

For industry, the cost incurred by the amendment will involve an analysis of departure and arrival tracks

to determine the waypoint positions to ensure the necessary separation, which is already embedded in the

exercise of their functions as procedure designers and/or airspace managers.


2.10 Environmental impact: Positive — With the reduction in waiting time to take-off,

greenhouse gas emissions by aircraft on the ground will be reduced.

2.11 Efficiency impact: Positive — With the definition of points in the arrival and/or approach

procedures, efficiency of operations are expected to increase with reduction in waiting time to take-off

which will reduce fuel burn on the ground.

2.12 Expected implementation time: One year — To take advantage of the new departure vs

arrival separation standards, the currently published departure and arrival procedures will need to be

analysed to determine the waypoint positions to guarantee the necessary separation. From that point on,

during the development of any applicable new procedures, procedure designers will conduct such an

analysis as an integral part of their work. This ongoing development will therefore be coincident with the

State performance-based navigation (PBN) implementation plan.

C-3

Amendment concerning DLIC, CPDLC, ADS-C, PBCS and

SATVOICE

2.13 Safety impact: Positive — Clarification on terms and existing provisions regarding data

link (DLIC, CPDLC and ADS-C) brought by this amendment will have a positive safety impact in

particular for operations in oceanic and remote areas. The amendment regarding PBCS will also have a

positive safety impact since ANSPs will be able to identify eligible aircraft to which reduced separation

minima can be safely applied based on communication and surveillance capabilities filed in the flight

plan. No safety impact is expected for the SATVOICE amendment.

2.14 Financial impact: Negligible to significant — No significant financial impact is expected

for States but the financial impact for industry will vary, from nominal to significant, depending on the

level of data link and PBCS implementation. Concerning the SATVOICE amendment, no significant

financial impact is expected.

2.15 Security impact: Neutral — No security impact is expected.

2.16 Environmental impact: Neutral — No environmental impact is expected.

2.17 Efficiency impact: Positive — The amendment supports the implementation of data link,

PBCS and SATVOICE, which enables more flexible use of airspace.

2.18 Expected implementation time: One to two years — Most changes are to clarify the terms

and streamline existing provisions except those related to PBCS, which may require adaptation of the

flight plan filing and processing system.

Amendment concerning procedures used to vector for final approach,

advising of TORA and SID/STAR

2.19 Safety impact: Positive — This amendment will enhance the comprehensibility as well as

the consistency of procedures, which will enable air traffic controllers and flight crews to have a common

understanding of the terms and expectations.

2.20 Financial impact: Negligible — This amendment is largely procedural in nature and it is

not expected that States would require any investment in systems or equipment. To prepare for

implementation, there will be a need to share information, and training will be required to acquaint the air

traffic controllers and flight crews with the new procedures.

2.21 Security impact: Neutral — No security impact is expected.

2.22 Environmental impact: Positive — The amendment, especially in regard to vectors for

final, will have a positive environmental impact as it removes the implied requirement for aircraft to be

established in level flight prior to intercepting the glide path thereby facilitating continuous descent and

reducing aircraft noise and fuel burn.

2.23 Efficiency impact: Positive — There will be a reduction of workload for both air traffic

controllers and flight crews with the removal of the requirement for flight crews to report when the

aircraft has intercepted the final approach track. The other facet would be increased efficiency through

reduced track miles.

C-4

2.24 Expected implementation time: One year —This amendment pertains only to operational

procedures. It is envisaged that air traffic controllers and flight crews should be able to use the new

procedures soon after they are allowed to do so.

Amendment concerning standard phraseology for de/anti-icing ground

and flight crews

2.25 Safety impact: Positive — The amendment improves the procedures for required

coordination between flight crew and ground de/anti-icing operations.

2.26 Financial impact: Negligible — The financial impact is considered neutral for States and

minimal for industry. The amendment is largely procedural in nature, so it would not require modification

to a State’s current legal or regulatory framework and would not require any investment in systems or

equipment. It is expected that industry would incorporate this amendment in the recurrent winter

operations training.


2.28 Environmental impact: Positive — Better coordination between flight crew and

de-icing/anti-icing ground crew will result in more efficient use of de-icing fluids and less waste.

2.29 Efficiency impact: Positive — Better coordination between flight crew and

de-icing/anti-icing ground crew will result in more efficient use of de-icing fluids and less waste.

2.30 Expected implementation time: One year — ICAO is working closely with SAE to

incorporate the content of this amendment in their documents. This will allow for wide industry adoption.

Amendment concerning emergency descent procedures

2.31 Safety impact: Positive — It removes uncertainty for air traffic controllers when an

aircraft is executing an emergency descent, especially in congested airspace.

2.32 Financial impact: Negligible — The financial impact is considered neutral for States and

minimal for industry. The amendment is largely procedural in nature, so it would not require modification

to a State’s current legal or regulatory framework and would not require any investment in systems or

equipment. It is expected that industry would incorporate this amendment in recurrent training.


2.34 Environmental impact: No environmental impact is expected.

2.35 Efficiency impact: No efficiency impact is expected.

2.36 Expected implementation time: One year — It is envisaged that air traffic controllers and

flight crews will become familiar with these procedures during their recurrent training.

C-5

Amendment concerning autonomous runway incursion warning

system (ARIWS)

2.37 Safety impact: Positive — The ARIWS concept has been designed for reduction of the

prevalence and consequences of runway incursions for specific cases where it is decided to implement.

2.38 Financial impact: The present cost of implementing an ARIWS is large but limited to a

small amount of aerodromes where it is needed. It will be justified by the local assessment. The

amendment to the PANS-ATM will only be applicable when the ARIWS is installed and used. The

financial impact as a result of this amendment is considered negligible for States and industry. There will

be a nominal cost to States, associated with the State rule-making process necessary to transpose the

modified ICAO provisions into the national regulations. There will be minimal cost to industry,

predominantly related to training of air traffic controllers and flight crews with respect to the operational

procedures to use the ARIWS.



2.41 Efficiency impact: ARIWS provisions have been developed to minimize the impact on

normal operations.

2.42 Expected implementation time: One year — The expected implementation tasks are

primarily related to training air traffic controllers and flight crews with respect to the operational

procedures to use the ARIWS.

Amendment concerning forwarding of special air-reports and

definition of SIGMET information

2.43 Safety impact: No safety impact is expected.

2.44 Financial impact: No significant financial impact is expected.



2.47 Efficiency impact: Positive — Greater efficiency can be expected through the exchange

of the special air-reports through the aeronautical fixed service (AFS) Internet-based services.


primarily related to a slight adjustment of the means employed by ATS units and their operating

procedures for forwarding special air-reports.

Amendment concerning use of an enhanced global reporting format

for assessing and reporting runway surface conditions

(2020 applicability)

2.49 Safety impact: Positive — The amendment will contribute to a reduction in runway

excursion incidents/accidents by ensuring that runway surface conditions are reported in a standardized

C-6

manner, which will enable flight crews to accurately determine aeroplane take-off and landing

performance.

2.50 Financial impact: Minimal — There will be a nominal cost to States, associated with the

State rule-making process necessary to transpose the modified ICAO provisions into the national

regulations. It is anticipated that there will be minimal cost to industry, predominantly related to training

of air traffic controllers and flight crew with respect to the phraseologies.


2.52 Environmental impact: Positive — Due to fewer occurrences of runway excursion

incidents and accidents.

2.53 Efficiency impact: Positive — Accurate and timely runway state information

disseminated according to defined terminology and procedures will have a positive impact on the

efficiency of the air transportation system. Occurrences of excursions, disruptions to aerodrome and air

traffic operations such as, but not limited to, the removal of aircraft disabled at an aerodrome, in particular

on a runway, are expected to be reduced.


primarily related to training air traffic controllers and flight crews with respect the addition and alignment

of phraseologies to the global reporting format for runway surface friction reporting. It should be noted

that it is essential that these changes are made in close coordination with those to Annex 14 —

Aerodromes, Volume I — Aerodrome Design and Operations and Annex 15 — Aeronautical Information

Services in connection with the introduction of the global reporting format, and that this may affect the

implementation date.

— END —

AMENDMENT No. 7-A

TO THE

PROCEDURES

FOR

AIR NAVIGATION SERVICES

AIR TRAFFIC MANAGEMENT

(Doc 4444)

INTERIM EDITION

The text of Amendment No. 7-A to the PANS-ATM (Doc 4444) was

approved by the President of the Council of ICAO on behalf of the Council

on 6 June 2016 for applicability on 10 November 2016. This interim edition

is distributed to facilitate implementation of the amendment by States.

Replacement pages incorporating Amendment No. 7-A are expected to be

distributed in October 2016. (State letter AN 13/2.1-16/54 refers.)

June 2016

INTERNATIONAL CIVIL AVIATION ORGANIZATION

2

NOTES ON THE EDITORIAL PRESENTATION

OF THE AMENDMENT 7-A TO THE PANS-ATM

The text of the amendment is arranged to show deleted text with a line through it and new text

highlighted with grey shading, as shown below:

1. Text to be deleted is shown with a line through it. text to be deleted

2. New text to be inserted is highlighted with grey shading. new text to be inserted

3. Text to be deleted is shown with a line through it

followed by the replacement text which is highlighted

with grey shading.

new text to replace existing text

3

TEXT OF AMENDMENT 7-A TO THE

PROCEDURES FOR AIR NAVIGATION SERVICES


. . .

Chapter 1

DEFINITIONS

. . .

CPDLC message. Information exchanged between an airborne system and its ground counterpart. A

CPDLC message consists of a single message element or a combination of message elements

conveyed in a single transmission by the initiator.

CPDLC message set. A list of standard message elements and free text message elements

. . .

Downstream data authority. A designated ground system, different from the current data authority through

which the pilot can contact an appropriate ATC unit for the purposes of receiving a downstream

clearance.

. . .

Free text message element. Part of aA message element used to convey information not conforming that

does not conform to any standardized standard message element in the CPDLC message set in the

PANS-ATM (Doc 4444).

. . .

Logon address. A specified code used for data link logon to an ATS unit.

. . .

Performance-based communication (PBC). Communication based on performance specifications applied to

the provision of air traffic services.

Note.— An RCP specification includes communication performance requirements that are allocated to

system components in terms of the communication to be provided and associated transaction time,

continuity, availability, integrity, safety and functionality needed for the proposed operation in the context of

a particular airspace concept.

Performance-based navigation (PBN). Area navigation based on performance requirements for aircraft

operating along an ATS route, on an instrument approach procedure or in a designated airspace.

4

Note.— Performance requirements are expressed in navigation specifications (RNAV specification, RNP

specification) in terms of accuracy, integrity, continuity, availability and functionality needed for the

proposed operation in the context of a particular airspace concept.

. . .

Performance-based surveillance (PBS). Surveillance based on performance specifications applied to the

provision of air traffic services.

Note.— An RSP specification includes surveillance performance requirements that are allocated to

system components in terms of the surveillance to be provided and associated data delivery time, continuity,

availability, integrity, accuracy of the surveillance data, safety and functionality needed for the proposed

operation in the context of a particular airspace concept.

. . .

Preformatted free text message element. A free text message element that is stored within the aircraft

system or ground system for selection.

. . .

RCP type. A label (e.g. RCP 240) that represents the values assigned to RCP parameters for communication

transaction time, continuity, availability and integrity.

. . .

Required communication performance (RCP) specification. A statement of the performance requirements

for operational communication in support of specific ATM functions. A set of requirements for air

traffic service provision and associated ground equipment, aircraft capability, and operations needed to

support performance-based communication.

Required surveillance performance (RSP) specification. A set of requirements for air traffic service

provision and associated ground equipment, aircraft capability, and operations needed to support

performance-based surveillance.

. . .

SIGMET information. Information issued by a meteorological watch office concerning the occurrence or

expected occurrence of specified en-route weather phenomena which and other phenomena in the

atmosphere that may affect the safety of aircraft operations.

. . .

Standardized free text message element. A message element that uses a defined free text message format,

using specific words in a specific order.

Note.— Standardized free text message elements may be manually entered by the user or preformatted.

Standard message element. Part of a message defined in the PANS-ATM (Doc 4444) in terms of display

format, intended use and attributes.

5

. . .

Chapter 4

GENERAL PROVISIONS FOR AIR TRAFFIC SERVICES

. . .

4.4 FLIGHT PLAN

. . .

4.4.1 Flight plan form

. . .

4.4.1.4 An operator shall, prior to departure:

a) ensure that, where the flight is intended to operate on a route or in an area where an RNP type a

navigation specification is prescribed, the aircraft it has an appropriate RNP approval, and that all

conditions applying to that approval will be satisfied;

b) ensure that, where operation in reduced vertical separation minimum (RVSM) airspace is planned,

the aircraftit has the required RVSM approval; and

c) ensure that, where the flight is intended to operate where an RCP type specification is prescribed,

the aircraft has it has an appropriate RCP approval, and that all conditions applying to that approval

will be satisfied; and.

d) ensure that, where the flight is intended to operate where an RSP specification is prescribed, it has

an appropriate RSP approval, and that all conditions applying to that approval will be satisfied.

. . .

4.5.7 Description of air traffic control clearances

. . .

4.5.7.2 ROUTE OF FLIGHT

4.5.7.2.1 The route of flight shall be detailed in each clearance when deemed necessary. The phrase

“cleared via flight planned route” may be used to describe any route or portion thereof, provided the route or

portion thereof is identical to that filed in the flight plan and sufficient routing details are given to definitely

establish the aircraft on its route. The phrases “cleared via (designation) departure” or “cleared via

(designation) arrival” may be used when standard departure or arrival routes have been established by the

appropriate ATS authority and published in Aeronautical Information Publications (AIPs).

Note.— See 6.3.2.3 pertaining to standard clearances for departing aircraft and 6.5.2.3 pertaining to

standard clearances for arriving aircraft.

4.5.7.2.2 The phrase “cleared via flight planned route” shall not be used when granting a re-clearance.

6

. . .

4.6 HORIZONTAL SPEED CONTROL INSTRUCTIONS

4.6.1 General

4.6.1.1 In order to facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions

specified by the appropriate authority, be instructed to adjust speed in a specified manner. Flight crews

should be given adequate notice of planned speed control.

Note 1.— Application of speed control over a long period of time may affect aircraft fuel reserves.

Note 2.— Provisions concerning longitudinal separation using the Mach number technique are

contained in Chapter 5, Separation Methods and Minima.

4.6.1.2 Speed control instructions shall remain in effect unless explicitly cancelled or amended by

the controller.

Note.— Cancellation of any speed control instruction does not relieve the flight crew of compliance

with speed limitations associated with airspace classifications as specified in Annex 11 — Air Traffic

Services, Appendix 4.

4.6.1.23 Speed control shall not be applied to aircraft entering or established in a holding pattern.

4.6.1.34 Speed adjustments should be limited to those necessary to establish and/or maintain a desired

separation minimum or spacing. Instructions involving frequent changes of speed, including alternate speed

increases and decreases, should be avoided.

4.6.1.45 The flight crew shall inform the ATC unit concerned if at any time they are unable to comply

with a speed instruction. In such cases, the controller shall apply an alternative method to achieve the desired

spacing between the aircraft concerned.

4.6.1.56 At levels at or above 7 600 m (FL 250), speed adjustments should be expressed in multiples of

0.01 Mach; at levels below 7 600 m (FL 250), speed adjustments should be expressed in multiples of

20 km/h (10 kt) based on indicated airspeed (IAS).

Note 1.— Mach 0.01 equals approximately 11 km/h (6 kt) IAS at higher flight levels.

Note 2.— When an aircraft is heavily loaded and at a high level, its ability to change speed may, in

cases, be very limited.

4.6.1.67 Aircraft shall be advised when a speed control restriction is no longer required.

. . .

4.6.4 SID and STAR

The flight crew shall comply with published SID and STAR speed restrictions unless the restrictions are

7

explicitly cancelled or amended by the controller.

Note 1.— Some SID and STAR speed restrictions ensure containment with RNAV departure or arrival

procedure (e.g. maximum speed associated with a constant radius arc to a fix (RF) leg).

Note 2.— See 6.3.2.4 pertaining to clearances on a SID and 6.5.2.4 pertaining to clearances on a STAR.

. . .

4.11 POSITION REPORTING

. . .

4.11.5 Contents of ADS-C reports

4.11.5.1 ADS-C reports shall be composed of data blocks selected from the following:

a) Aircraft identification

b) Basic ADS-C latitude longitude altitude time figure of merit

Note.— The basic ADS-C block is mandatory and is included in all ADS-C reports.

. . .

f) Meteorological information wind speed wind direction wind quality flag (if available) temperature turbulence (if available) humidity (if available)

Note.— The specifications for the elements in the meteorological information data block, including

their ranges and resolutions, are shown in Appendix 4 to Annex 3.

. . .

h) Extended projected profile (in response to an interrogation from the ground system) next waypoint estimated altitude at next waypoint estimated time at next waypoint (next + 1) waypoint estimated altitude at (next + 1) waypoint estimated time at (next + 1) waypoint (next + 2) waypoint

8

estimated altitude at (next + 2) waypoint estimated time at (next + 2) waypoint [repeated for up to (next + 128) waypoints] Note. — The specifications for the elements in the meteorological information data block, including

their ranges and resolutions, are shown in Appendix 4 to Annex 3.

. . .

4.12.6 Forwarding of meteorological information

. . .

4.12.6.2 When receiving special air-reports by data link communications, air traffic services units

shall forward them without delay to their associated meteorological watch office, and the WAFCs, and the

centres designated by regional air navigation agreement for the operation of aeronautical fixed service

Internet-based services.

. . .

4.15 DATA LINK COMMUNICATIONS INITIATION PROCEDURES

4.15.1 General

Note 1.— Provisions concerning the data link initiation capability (DLIC) are contained in Annex 10,

Volume II, Chapter 8.

Note 2.— Guidance material relating to the implementation of DLIC can be found in the Global

Operational Data Link (GOLD) Manual (Doc 10037).

4.15.1.1 Before entering an airspace where data link applications are required used by the ATS unit,

data link communications shall be initiated between the aircraft and the ATS unit in order to register the

aircraft and, when necessary, allow the start of a data link application. This shall be initiated by the aircraft,

either automatically or by the pilot, or by the ATS unit on address forwarding.

Note.— Guidance material relating to the data link initiation capability (DLIC) can be found in the

Manual of Air Traffic Services Data Link Applications (Doc 9694) ).

4.15.1.2 The DLIC logon address associated with an ATS unit shall be published in Aeronautical

Information Publications in accordance with Annex 15.

Note.— A given FIR may have multiple DLIC logon addresses; and more than one FIR may share the

same DLIC logon address.

4.15.2 Aircraft initiation

Whenever the pilot or the aircraft initiates data link communication procedures, an initiation message shall

be sent. Except when the initiation message is corrupted, it shall not be rejected by the ATS unit. On receipt

of a valid data link initiation request from an aircraft approaching or within a data link service area, the ATS

unit shall accept the request and, if able to correlate it with a flight plan, shall establish a connection with the

aircraft.

9

. . .

4.15.4 Failure

4.15.4.1 In the case of an data link initiation failure, the data link system shall provide an indication

of the failure to the appropriate ATS unit(s)and the flight crew. The data link system shall also provide an

indication of the failure to the flight crew when a data link initiation failure results from a logon initiated by

the flight crew.

Note.— When the aircraft’s logon request results from responding to a contact request by a

transferring ATS unit, then both ATS units will receive the indication.

4.15.4.2 The ATS unit shall establish procedures to resolve, as soon as practicable, data link initiation

failures. Procedures should include, as a minimum, the following, verifying that the aircraft is initiating a

data link request with the appropriate ATS unit (i.e. the aircraft is approaching or within the ATS unit’s

control area), and if so:

a) when a flight plan is available, verify that the aircraft identification, aircraft registration, or

aircraft address and other details contained in the data link initiation request correspond with

details in the flight plan, and where differences are detected verify the correct information and

make the necessary changes; or

b) when a flight plan is not available, create a flight plan with sufficient information in the flight

data processing system, to achieve a successful data link initiation; then

c) arrange for the re-initiation of the data link.

4.15.4.3 The aircraft operator shall establish procedures to resolve, as soon as practicable, data link

initiation failures. Procedures should include, as a minimum, that the pilot:

a) verify the correctness and consistency of the flight plan information available in the FMS or

equipment from which the CPDLC communication data link is initiated, and where differences

are detected make the necessary changes;

b) verify the correct address of the ATS unit; then

c) re-initiate data link.

. . .

10

Chapter 5

SEPARATION METHODS AND MINIMA

5.1 INTRODUCTION

. . .

Note 3.— Attention is drawn to the use of strategic lateral offset procedures (SLOP) described in

Chapter 16, 16.5.

Note 4.— Procedures applicable to data link initiation capability (DLIC) are contained in

Chapter 4. Procedures applicable to automatic dependent surveillance - contract (ADS-C) are contained in

Chapter 13. Procedures applicable to controller-pilot data link communications (CPDLC) are contained in

Chapter 14.

. . .

5.4.1 Lateral separation

. . .

5.4.1.2 LATERAL SEPARATION CRITERIA AND MINIMA

5.4.1.2.1 Means by which lateral separation may be applied include the following:

. . .

5.4.1.2.1.6 Lateral separation of aircraft on parallel or non-intersecting tracks or ATS routes.

Within designated airspace or on designated routes, lateral separation between aircraft operating on parallel

or non-intersecting tracks or ATS routes shall be established in accordance with the following:

a) for a minimum spacing between tracks of 93 km (50 NM) a navigational performance of RNAV 10

(RNP 10), RNP 4 or RNP 2 shall be prescribed;

b) for a minimum spacing between tracks of 55.542.6 km (3023 NM) a navigational performance of

RNP 4 or RNP 2 shall be prescribed. The communication system shall satisfy required communication performance 240 (RCP 240) and the surveillance system shall satisfy required surveillance performance 180 (RSP 180). Conformance monitoring shall be ensured by establishing an ADS-C event contract with a lateral deviation change event with a maximum of 5 NM threshold and a waypoint change event;

c) for a minimum spacing between tracks of 27.8 km (15 NM) a navigational performance of RNP 2 or

a GNSS equipage shall be prescribed. Direct controller-pilot VHF voice communication shall be maintained while such separation is applied;

d) for a minimum spacing between tracks of 13 km (7 NM), applied while one aircraft climbs/descends

through the level of another aircraft, a navigational performance of RNP 2 or a GNSS equipage shall be prescribed. Direct controller-pilot VHF voice communication shall be maintained while such separation is applied; and

11

e) for a minimum spacing between tracks of 37 km (20 NM), applied while one aircraft

climbs/descends through the level of another aircraft whilst using other types of communication than specified in d) above, a navigational performance of RNP 2 or a GNSS equipage shall be prescribed.

Note 1.— Guidance material for the implementation of the navigation capability supporting 93 km

(50 NM), 55.542.6 km (3023 NM), 37 km (20 NM), 27.8 km (15 NM) and 13 km (7 NM) lateral separation

minima is contained in the Performance-based Navigation (PBN) Manual (Doc 9613). Guidance material

for the implementation of the 93 km (50 NM), 42.6 km (23 NM), 37 km (20 NM), 27.8 km (15 NM) and 13 km

(7 NM) lateral separation minima is contained in and Circular 334341, Guidelines for the Implementation

of Lateral Separation Minima.

Note 2.— Guidance material for the implementation of communication and surveillance capability

supporting 93 km (50 NM) and 55.5 42.6 km (3023 NM) lateral separation minima is contained in the

Manual on Required Performance-based Communication and Surveillance (PBCS) Manual Performance

(RCP) (Doc 9869) and the Global Operational Data Link (GOLD) Manual (Doc 10037). Information

regarding RCP allocations for these capabilities is contained in RTCA DO-306/EUROCAE ED-122 Safety

and Performance Standard for Air Traffic Data Link Services in Oceanic and Remote Airspace (Oceanic

SPR Standard).

Note 3.— Existing implementations of the 55.5 km (30 NM) lateral separation minimum require a

communication capability of direct controller-pilot voice communications or CPDLC and a surveillance

capability by an ADS-C system in which a periodic contract and waypoint change and lateral deviation

event contracts are applied.

Note 43.— See Appendix 2, ITEM 10: EQUIPMENT AND CAPABILITIES, in relation to the GNSS

prescribed in c), d) and e) above.

5.4.1.2.1.7 Lateral separation of aircraft on intersecting tracks or ATS routes. Lateral separation

between aircraft operating on intersecting tracks or ATS routes shall be established in accordance with the

following.

a) an aircraft converging with the track of another aircraft is laterally separated until it reaches a lateral

separation point that is located a specified distance measured perpendicularly from the track of the other aircraft (see Figure 5-6); and

b) an aircraft diverging from the track of another aircraft is laterally separated after passing a lateral

separation point that is located a specified distance measured perpendicularly from the track of the other aircraft (see Figure 5-6).

This type of separation may be used for tracks that intersect at any angles using the values for lateral

separation points specified below:

Navigation Separation

RNAV 10 (RNP 10) 93 km (50 NM)

RNP 4 55.542.6 km (3023 NM)

RNP 2 27.8 km (15 NM)

12

5.4.1.2.1.8 When applying the 27.8 km (15 NM) separation minima specified in the table above, a

GNSS, as indicated in the flight plan by the letter G meets the specified navigation performance.

Note.— Guidance material for the implementation of the navigation capability supporting 93 km (50

NM), 55.542.6 km (3023 NM), and 27.8 km (15 NM) lateral separation minima is contained in the

Performance-based Navigation (PBN) Manual (Doc 9613). Supporting information for the implementation

of the 93 km (50 NM), 42.6 km (23 NM) and 27.8 km (15 NM) lateral separation minima is contained in and

Circular 334341, Guidelines for the Implementation of Lateral Separation Minima.

. . .

Editorial Note.— Move Figures 5-26, 5-27A, 5-27B and 5-28 from Section 5.4.2.6 to Section 5.4.2.5 with

their associated paragraphs. Delete Section 5.4.2.6.4.

. . .

5.4.2.6.4 LONGITUDINAL DISTANCE-BASED SEPARATION MINIMA

5.4.2.6.4 IN AN RNP RNAV ENVIRONMENT USING ADS-C

. . .

Insert new text as follows:

5.4.2.8 LONGITUDINAL SEPARATION MINIMA BASED ON DISTANCE

USING ADS-C CLIMB AND DESCEND PROCEDURE (CDP)

5.4.2.8.1 When an aircraft on the same track is cleared to climb or descend through the level of

another aircraft, the clearance should be issued provided the following requirements are met:

a) the longitudinal distance between the aircraft is determined by the ground automation

system from near-simultaneous demand ADS-C reports which contain position accuracy of

0.25 NM or better (Figure of Merit 6 or higher);

Note.— Refer to 5.4.2.9.5 for distance calculations.

b) the longitudinal distance between the aircraft, as determined in a) above, is not less than:

1) 27.8 km (15 NM) when the preceding aircraft is at the same speed or faster than the

following aircraft; or

2) 46.3 km (25 NM) when the following aircraft is not more than either 18.5 km/h (10 kt) or

Mach 0.02 faster than the preceding aircraft;

c) the altitude difference between aircraft is not greater than 600 m (2 000 ft);

d) the clearance is issued with a restriction that ensures vertical separation is re-established

within 15 minutes from the first demand report request; and

13

e) direct controller-pilot voice communications or CPDLC is maintained.

5.4.2.8.2 The application of the ADS-C climb and descend procedure (CDP) should be

supported by an ongoing monitoring process.

Note.— Supporting information on ongoing monitoring is provided in Circular 342, Automatic

Dependent Surveillance — Contract (ADS-C) Climb and Descend Procedure (CDP).

5.4.2.9 PERFORMANCE-BASED LONGITUDINAL SEPARATION MINIMA

Note.— Guidance material for implementation and application of the separation minima in this

section is contained in the Performance-based Communication and Surveillance (PBCS) Manual

(Doc 9869), the Global Operational Data Link (GOLD) Manual (Doc 10037), the Satellite Voice Operations

Manual (SVOM) (Doc 10038) and the Guidelines for the Implementation of Performance-based

Longitudinal Separation Minima (Circular 343).

5.4.2.9.1 Within designated airspace, or on designated routes, separation minima in accordance

with the provisions of this section may be used.

5.4.2.9.2 The following separation minima may be used for aircraft cruising, climbing or

descending on:

a) the same track; or

b) crossing tracks provided that the relative angle between the tracks is less than 90 degrees.

Separation minima RNP RCP RSP

Maximum ADS-C periodic

reporting interval

93 km (50 NM) 10 240 180 27 minutes

4 240 180 32 minutes

55.5 km (30 NM) 2 or 4 240 180 12 minutes

5 minutes 2 or 4 or 10 240 180 14 minutes

Note.— Detailed information on the analysis used to determine these separation minima and

monitoring procedures is contained in the Guidelines for the Implementation of Performance-based

Longitudinal Separation Minima (Circular 343).

5.4.2.9.3 Opposite-direction aircraft on reciprocal tracks may be cleared to climb or descend to or

through the levels occupied by another aircraft provided that ADS-C reports show that the aircraft have

passed each other by the applicable separation minimum in 5.4.2.9.2.

5.4.2.9.4 The five-minute separation shall be calculated to a resolution of one second without

rounding.

5.4.2.9.5 Separation shall be applied so that the distance or time between the calculated positions

of the aircraft is never less than the prescribed minimum. This distance or time shall be obtained by one of

the following methods:

14

a) when the aircraft are on the same identical track, the distance or time may be measured

between the calculated positions of the aircraft or may be calculated by measuring the

distances or times to a common point on the track (see Figures 5-29 and 5-30);

Note.— Same identical tracks are a special case of same track defined in 5.4.2.1.5 a) where

the angular difference is zero degrees or reciprocal tracks defined in 5.4.2.1.5 b) where the angular

difference is 180 degrees.

b) when the aircraft are on the same or reciprocal non-parallel tracks other than in a) above, or

on crossing tracks, the distance or time shall be calculated by measuring the distances or

times to the common point of intersection of the tracks or projected track (see Figures 5-31

to 5-33); and

c) when the aircraft are on parallel tracks whose protection areas overlap, the distance or time

shall be measured along the track of one of the aircraft as in a) above using its calculated

position and the point abeam the calculated position of the other aircraft (see Figure 5-34).

Note.— In all cases presented in Figures 5-29 to 5-34, “d” and “t” are calculated by

subtracting the distance or time of the closer aircraft from the common point from the distance or time of the

more distant aircraft from the common point, except in Figure 5-33 where the two distances or times are

added and the order of the aircraft is not important in the calculation.

5.4.2.9.6 The communication system provided to enable the application of the separation minima

in 5.4.2.9.2 shall allow a controller, within 4 minutes, to intervene and resolve a potential conflict by

contacting an aircraft using the normal means of communication. An alternative means shall be available to

allow the controller to intervene and resolve the conflict within a total time of 10.5 minutes, should the

normal means of communication fail.

5.4.2.9.7 When an ADS-C periodic or waypoint change event report is not received within

3 minutes of the time it should have been sent, the report is considered overdue and the controller shall take

action to obtain the report as quickly as possible, normally by ADS-C or CPDLC. If a report is not received

within 6 minutes of the time the original report should have been sent, and there is a possibility of loss of

separation with other aircraft, the controller shall take action to resolve any potential conflict(s) as soon as

possible. The communication means provided shall be such that the conflict is resolved within a further 7.5

minutes.

5.4.2.9.8 When information is received indicating ground or aircraft equipment failure or

deterioration below the communication, navigation and surveillance performance requirements, ATC shall

then, as required, apply alternative separation minima.

15

Figure 5-29. Calculation of longitudinal distance/time between aircraft —

identical track, same direction (see 5.4.2.9.5 a))


identical track, opposite direction (see 5.4.2.9.5 a))

d1 or t1

d2 or t2

d or t

Common point

d = d2 – d1

or

t = t2 – t1

Common point

d1 or t1

d2 or t2

d or t

d = d2 – d1

or

t = t2 – t1

16


same track, but not identical and crossing tracks (see 5.4.2.9.5 b))


same track projected, but not identical (see 5.4.2.9.5 b))

Common point

d1 or t1

d2 or t2

d = d2 – d1

or

t = t2 – t1

Common point

d1 or t1

d2 or t2

d = d2 – d1

or

t = t2 – t1

17


opposite sides of the common point (see 5.4.2.9.5 b))

Figure 5-34. Calculation of longitudinal distance/time between aircraft –

parallel tracks (see 5.4.2.9.5 c))

End of new text.

. . .

Common point

Abeam point

d1 or t1

d2 or t2

d or t

d = d2 – d1

or

t = t2 – t1

18

5.7 SEPARATION OF DEPARTING AIRCRAFT

FROM ARRIVING AIRCRAFT

. . .


5.7.1.3 If an arriving aircraft is following an RNAV or RNP instrument flight procedure, a departing

aircraft may take off on a departure path that is clear of the arrival protection area for the arriving aircraft

(see Figure 5-41) provided:

j) vertical separation is applied until the arriving aircraft has reported passing the

compulsory reporting waypoint on the instrument flight procedure, the location of such

waypoint to be determined by the appropriate ATS authority;

k) the take-off takes place before the arriving aircraft crosses a designated waypoint on the

instrument flight procedure, the location of such waypoint to be determined by the

appropriate ATS authority; and

l) the departing aircraft remains clear of the arrival protection area until another form of

separation is established.

Note. — The arrival protection area is defined as the shaded area extending from a line

45 degrees from an established compulsory reporting waypoint to a line 45 degrees from the outermost edge

of the remainder of the arrival and/or approach procedure. (See Figure 5-41).

End of new text.

Editorial Note.— Renumber subsequent figures and amend related references in Chapter 5.

19

. . .

Chapter 6

. . .

6.3.2 Standard clearances for departing aircraft

. . .

6.3.2.3 CONTENTS

Standard clearances for departing aircraft shall contain the following items:

a) aircraft identification;

b) clearance limit, normally destination aerodrome;

c) designator of the assigned SID, if applicable;

d) initial cleared level except when this element is included in the SID description;

e) allocated SSR code;

f) any other necessary instructions or information not contained in the SID description, e.g.

instructions relating to change of frequency.

Note 1. — See 6.3.2.4.1 for clearances to aircraft on SID.

Note 2.— The use of a SID designator without a cleared level does not authorize the aircraft to climb

on the SID vertical profile.

6.3.2.4 CLIMB CLEARANCES ABOVE LEVELS SPECIFIED IN ON A SID

Note.— See also 11.4.2.6.2.5.

6.3.2.4.1 When a departing aircraft on a SID is cleared to climb to a level higher than the initially

cleared level or the level(s) specified in a SID, the aircraft shall follow the published vertical profile of a

SID, unless such restrictions are explicitly cancelled by ATC. Clearances to aircraft on a SID with remaining

published level and/or speed restrictions shall indicate if such restrictions are to be followed or are cancelled.

The following phraseologies shall be used with the following meanings:

a) CLIMB VIA SID TO (level):

i) climb to the cleared level and comply with published level restrictions;

ii) follow the lateral profile of the SID; and

iii) comply with published speed restrictions or ATC-issued speed control instructions as

applicable.

b) CLIMB VIA SID TO (level), CANCEL LEVEL RESTRICTION(S):

20

i) climb to the cleared level, published level restrictions are cancelled;



applicable.

c) CLIMB VIA SID TO (level), CANCEL LEVEL RESTRICTION(S) AT (point(s)):

i) climb to the cleared level, published level restriction(s) at the specified point(s) are

cancelled;



applicable.

d) CLIMB VIA SID TO (level), CANCEL SPEED RESTRICTION(S):



iii) published speed restrictions and ATC-issued speed control instructions are cancelled.

e) CLIMB VIA SID TO (level), CANCEL SPEED RESTRICTION(S) AT (point(s)):



iii) published speed restrictions are cancelled at the specified point(s).

f) CLIMB UNRESTRICTED TO (level) or CLIMB TO (level), CANCEL LEVEL AND

SPEED RESTRICTION(S):

i) climb to the cleared level, published level restrictions are cancelled;



6.3.2.4.2 If there are no remaining published level or speed restrictions on the SID, the phrase CLIMB

TO (level) should be used.

6.3.2.4.3 When subsequent speed restriction instructions are issued, and if the cleared level is

unchanged, the phrase CLIMB VIA SID TO (level) should be omitted.

6.3.2.4.4 When a departing aircraft is cleared to proceed direct to a published waypoint on the SID, the

speed and level restrictions associated with the bypassed waypoints are cancelled. All remaining published

speed and level restrictions shall remain applicable.

6.3.2.4.5 When a departing aircraft is vectored or cleared to proceed to a point that is not on the SID, all

the published speed and level restrictions of the SID are cancelled and the controller shall:

a) reiterate the cleared level;

21

b) provide speed and level restrictions as necessary; and

c) notify the pilot if it is expected that the aircraft will be instructed to subsequently rejoin the

SID.

Note.— See also 8.6.5.2 regarding prescribed obstacle clearance.

6.3.2.4.6 ATC instructions to an aircraft to rejoin a SID shall include:

a) the designator of the SID to be rejoined unless advance notification of rejoin has been

provided in accordance with 6.3.2.4.5;

b) the cleared level in accordance with 6.3.2.4.1; and

c) the position at which it is expected to rejoin the SID.

Note.— See 12.3.3.1 for phraseology on rejoin instructions.

. . .

6.3.2.5 COMMUNICATION FAILURE

6.3.2.5.1 Clearances for departing aircraft may specify an initial or intermediate a cleared level other

than that indicated in the filed flight plan for the en-route phase of flight, without a time or geographical

limit for the initialcleared level. Such clearances will normally be used to facilitate the application of tactical

control methods by ATC, normally through the use of an ATS surveillance system.

6.3.2.5.2 Where clearances for departing aircraft containing no time or geographical limit for an initial

or intermediate level a cleared levelare utilized, action to be taken by an aircraft experiencing air-ground

communication failure in the event the aircraft has been radar vectored away from the route specified in its

current flight plan should be prescribed on the basis of a regional air navigation agreement and included in

the SID description or published in AIPs.

. . .

6.5.2 Standard clearances for arriving aircraft

. . .

6.5.2.3 CONTENTS

Standard clearances for arriving aircraft shall contain the following items:

a) aircraft identification;

b) designator of the assigned STAR if applicable;

c) runway-in-use, except when part of the STAR description;

d) initial cleared level, except when this element is included in the STAR description; and

e) any other necessary instructions or information not contained in the STAR description, e.g. change

of communications.

22

Note 1.— See 6.5.2.4.1 for clearances on a STAR.

Note 2.— The use of a STAR designator without a cleared level does not authorize the aircraft to

descend on the STAR vertical profile.

6.5.2.4 DESCENT BELOW LEVELS SPECIFIED IN A STAR CLEARANCES ON A STAR

Note.— See also 11.4.2.6.2.5.

When an arriving aircraft on a STAR is cleared to descend to a level lower than the level or the level(s)

specified in a STAR, the aircraft shall follow the published vertical profile of a STAR, unless such

restrictions are explicitly cancelled by ATC. Published minimum levels based on terrain clearance shall

always be applied.

6.5.2.4.1 Clearances to aircraft on a STAR with remaining published level and/or speed restrictions

shall indicate if such restrictions are to be followed or are cancelled. The following phraseologies shall be

used with the following meaning:

a) DESCEND VIA STAR TO (level):

i) descend to the cleared level and comply with published level restrictions;

ii) follow the lateral profile of the STAR; and


applicable.

b) DESCEND VIA STAR TO (level), CANCEL LEVEL RESTRICTION(S):

i) descend to the cleared level, published level restrictions are cancelled;



applicable.

c) DESCEND VIA STAR TO (level), CANCEL LEVEL RESTRICTION(S) AT (point(s)):

i) descend to the cleared level, published level restriction(s) at the specified point(s) are

cancelled;



applicable.

d) DESCEND VIA STAR TO (level), CANCEL SPEED RESTRICTION(S):




e) DESCEND VIA STAR TO (level), CANCEL SPEED RESTRICTION(S) AT (point(s)):

23



iii) published speed restrictions are cancelled at the specified point(s).

f) DESCEND UNRESTRICTED TO (level) or DESCEND TO (level), CANCEL LEVEL

AND SPEED RESTRICTION(S):

i) descend to the cleared level, published level restrictions are cancelled;



6.5.2.4.2 If there are no remaining published level or speed restrictions on the STAR, the phrase

DESCEND TO (level) should be used.

6.5.2.4.3 When subsequent speed restriction instructions are issued and if the cleared level is

unchanged, the phrase DESCEND VIA STAR TO (level) should be omitted.

6.5.2.4.4 When an arriving aircraft is cleared to proceed direct to a published waypoint on the STAR,

the speed and level restrictions associated with the bypassed waypoints are cancelled. All remaining

published speed and level restrictions shall remain applicable.

6.5.2.4.5 When an arriving aircraft is vectored or cleared to proceed to a point that is not on the STAR,

all the published speed and level restrictions of the STAR are cancelled and the controller shall:

a) reiterate the cleared level;

b) provide speed and level restrictions as necessary and;

c) notify the pilot if it is expected that the aircraft will be instructed to subsequently rejoin the

STAR.

Note.— See 8.6.5.2 regarding prescribed obstacle clearance.

6.5.2.4.6 ATC instructions to an aircraft to rejoin a STAR shall include:

a) the designator of the STAR to be rejoined, unless advance notification of rejoin has been

provided in accordance with 6.5.2.4.5;

b) the cleared level on rejoining the STAR in accordance with 6.5.2.4.1; and

c) the position at which it is expected to rejoin the STAR.

Note.— See 12.3.3.2 for phraseology on rejoin instructions.

. . .

24

Chapter 7

PROCEDURES FOR AERODROME CONTROL SERVICE

. . .

7.9 CONTROL OF DEPARTING AIRCRAFT

. . .

7.9.3 Take-off clearance

. . .

7.9.3.2 When an ATC clearance is required prior to take-off, the take-off clearance shall not be issued

until the ATC clearance has been transmitted to and acknowledged by the aircraft concerned. The ATC

clearance shall be forwarded to the aerodrome control tower with the least possible delay after receipt of a

request made by the tower or prior to such request if practicable.

7.9.3.3 The expression TAKE-OFF shall only be used in radiotelephony when an aircraft is cleared

for take-off or when cancelling a take-off clearance.

Note. — The expression TORA, pronounced TOR-AH, may be used to indicate take-off run available.

7.9.3.4 Subject to 7.9.3.2, the take-off clearance shall be issued when the aircraft is ready for take-off

and at or approaching the departure runway, and the traffic situation permits. To reduce the potential for

misunderstanding, the take-off clearance shall include the designator of the departure runway.

7.9.3.5 In the interest of expediting traffic, a clearance for immediate take-off may be issued to an

aircraft before it enters the runway. On acceptance of such clearance the aircraft shall taxi out to the runway

and take off in one continuous movement.

. . .

Chapter 8

ATS SURVEILLANCE SERVICES

. . .

8.9 USE OF ATS SURVEILLANCE SYSTEMS IN THE

APPROACH CONTROL SERVICE

. . .

8.9.3 General approach control procedures

using ATS surveillance systems

. . .

8.9.3.6 Aircraft vectored for final approach should be given a heading or a series of headings

calculated to close with the final approach track. The final vector shall enable the aircraft to be established in

25

level flight on the final approach track prior to intercepting the specified or nominal glide path of the

approach procedure from below if an MLS, ILS or radar approach is to be made, and should provide an

intercept angle with the final approach track of 45 degrees or less.

Note.— See Chapter 6, Section 6.7.3.2, and Section 6.7.3.2.3 concerning vectoring and level flight

requirements of independent parallel approaches, respectively.

. . .

8.9.4.2 When clearance for the approach is issued, aircraft shall maintain last assigned level until

intercepting the specified or nominal glide path of the approach procedure. If ATC requires an aircraft to

intercept the glide path at a level other than a level flight segment depicted on the instrument approach chart,

ATC shall instruct the pilot to maintain the particular level until established on the glide path.

8.9.4.32 The controller shall be responsible for maintaining separation specified in 8.7.3 between

succeeding aircraft on the same final approach, except that the responsibility may be transferred to the

aerodrome controller in accordance with procedures prescribed by the appropriate ATS authority and

provided an ATS surveillance system is available to the aerodrome controller.

8.9.4.43 Transfer of control of succeeding aircraft on final approach to the aerodrome controller shall

be effected in accordance with procedures prescribed by the appropriate ATS authority.

8.9.4.54 Transfer of communications to the aerodrome controller should be effected at such a point or

time that clearance to land or alternative instructions can be issued to the aircraft in a timely manner.

. . .

Chapter 12

PHRASEOLOGIES

. . .

12.3 ATC PHRASEOLOGIES

12.3.1 General

Circumstances

Phraseologies

12.3.1.2 LEVEL CHANGES, REPORTS AND

RATES

. . . . . .

… clearance to cancel level

restriction(s) of the vertical profile of

a SID during climb

z) CLIMB TO (level) [LEVEL RESTRICTION(S)

(SID designator) CANCELLED (or) LEVEL

RESTRICTION(S) (SID designator) AT (point)

CANCELLED];

26

Circumstances

Phraseologies

… clearance to cancel level


a STAR during descent

aa) DESCEND TO (level) [LEVEL

RESTRICTION(S) (STAR designator) CANCELLED

(or) LEVEL RESTRICTION(S) (STAR designator)

AT (point) CANCELLED].

... clearance to climb on a SID which

has published level and/or speed

restrictions, where the pilot is to

climb to the cleared level and comply

with published level restrictions,

follow the lateral profile of the SID;

and comply with published speed

restrictions or ATC issued speed

control instructions as applicable.

z) CLIMB VIA SID TO (level)

... clearance to cancel level


a SID during climb

aa) [CLIMB VIA SID TO (level)], CANCEL

LEVEL RESTRICTION(S)

... clearance to cancel specific level


a SID during climb

bb) [CLIMB VIA SID TO (level)], CANCEL

LEVEL RESTRICTION(S) AT (point(s))

... clearance to cancel speed

restrictions of a SID during climb

cc) [CLIMB VIA SID TO (level)], CANCEL SPEED

RESTRICTION(S)

... clearance to cancel specific speed

restrictions of a SID during climb

dd) [CLIMB VIA SID TO (level)], CANCEL SPEED

RESTRICTION(S) AT (point(s))

…clearance to climb and to cancel

speed and level restrictions of a SID

ee) CLIMB UNRESTRICTED TO (level) (or)

CLIMB TO (level), CANCEL LEVEL AND

SPEED RESTRICTIONS

... clearance to descend on a STAR

which has published level and/or

speed restrictions, where the pilot is

to descend to the cleared level and

comply with published level

restrictions, follow the lateral profile

of the STAR and comply with

published speed restrictions or ATC

issued speed control instructions.

ff) DESCEND VIA STAR TO (level)

27

Circumstances

Phraseologies

... clearance to cancel level

restrictions of a STAR during

descent

gg) [DESCEND VIA STAR TO (level)], CANCEL

LEVEL RESTRICTION(S)

... clearance to cancel specific level


descent

hh) [DESCEND VIA STAR TO (level)], CANCEL

LEVEL RESTRICTION(S) AT (point(s))

... clearance to cancel speed


descent

ii) [DESCEND VIA STAR TO (level)], CANCEL

SPEED RESTRICTION(S)

... clearance to cancel specific speed


descent

jj) [DESCEND VIA STAR TO (level)], CANCEL

SPEED RESTRICTION(S) AT (point(s))

... clearance to descend and to cancel

speed and level restrictions of a

STAR

kk) DESCEND UNRESTRICTED TO (level) or

DESCEND TO (level), CANCEL LEVEL AND

SPEED RESTRICTIONS

. . . . . . . . .

12.3.2.2

INDICATION OF ROUTE AND

CLEARANCE LIMIT

. . .

3) VIA FLIGHT PLANNED ROUTE;

Note.— Conditions associated with the use

of this phrase are in Chapter 4, 4.5.7.2.

. . .

. . . . . . . . .

12.3.3.1

DEPARTURE INSTRUCTIONS

. . .

f) CLEARED VIA (designation) DEPARTURE.

Note.— Conditions associated with the use of

this phrase are in Chapter 4, 4.5.7.2.

28

Circumstances

Phraseologies

…clearance to proceed direct with

advance notice of a future instruction

to rejoin the SID

g) CLEARED DIRECT (waypoint), CLIMB TO

(level), EXPECT TO REJOIN SID [(sid

designator)] [AT (waypoint)]

then

REJOIN SID [(sid designator)] [AT (waypoint)]

h) CLEARED DIRECT (waypoint),CLIMB TO

(level)

then

REJOIN SID (sid designator) AT (waypoint)

12.3.3.2

APPROACH INSTRUCTIONS

a) CLEARED (or PROCEED) VIA (designation)

ARRIVAL;

b) CLEARED TO (clearance limit) VIA

(designation)

c) CLEARED (or PROCEED) VIA (details of the

route to be followed)

…clearance to proceed direct with

advance notice of a future instruction

to rejoin the STAR

d) CLEARED DIRECT (waypoint), DESCEND TO

(level), EXPECT TO REJOIN STAR [(star

designator)] AT (waypoint)

then

REJOIN STAR [(star designator)] [AT

(waypoint)]

e) CLEARED DIRECT (waypoint), DESCEND TO

(level)

then

REJOIN STAR (star designator) AT (waypoint)

d)f) CLEARED (type of approach) APPROACH

[RUNWAY (number)];

Editorial Note.— Subsequent bullets to be

renumbered accordingly.

. . . . . .

29

Circumstances

Phraseologies

12.4.1.6

SPEED CONTROL

. . .

k) RESUME PUBLISHED SPEED

kl) NO [ATC] SPEED RESTRICTIONS

. . .

12.7 GROUND CREW/FLIGHT CREW PHRASEOLOGIES

12.7.1 Ground crew/flight crew phraseologies

. . .

Editorial note.— Insert new paragraph 12.7.2 as follows:

12.7.2 De/anti-icing operations

Circumstances Phraseologies

12.7.2.1 PRIOR TO DE-ICING/ANTI-ICING

(GROUND CREW (ICEMAN) /

FLIGHT CREW)

a) STANDING BY TO DE-ICE. CONFIRM BRAKES SET

AND TREATMENT REQUIRED;

*b) [AFFIRM] BRAKES SET, REQUEST (type of

de/anti-icing treatment and areas to be treated);

…aircraft configuration

confirmation

c) HOLD POSITION AND CONFIRM AIRCRAFT

CONFIGURED;

*d) [AFFIRM] AIRCRAFT CONFIGURED, READY FOR

DE-ICING;

e) DE-ICING STARTS NOW.

* Denotes pilot transmission.

12.7.2.2 UPON CONCLUDING

DE-ICING/ANTI-ICING

PROCEDURE

…for de-icing operation a) DE-ICING ON (areas treated) COMPLETE. ADVISE

WHEN READY FOR INFORMATION;

30

Circumstances Phraseologies

…for a two-step de-icing/anti-

icing operation

b) TYPE OF FLUID (Type I or II or III or IV);

c) HOLDOVER TIME STARTED AT (time);

d) ANTI-ICING CODE (appropriate anti-icing code)

Note.— Anti-icing code example:

A de-icing/anti-icing procedure whose last step is the use of a

mixture of 75% of a Type II fluid and 25% water, commencing

at 13:35 local time, is recorded as follows:

TYPE II/75 13:35 (followed by complete name of anti-

icing fluid)

e) FINAL STEP STARTED AT (time);

… De-icing/anti-icing complete f) POST DE-ICING CHECK COMPLETED;

g) PERSONNEL AND EQUIPMENT CLEAR OF

AIRCRAFT;

12.7.2.3 ABNORMAL OPERATIONS

… for spray nozzle proximity

sensor activation

… for other aircraft having an

emergency on the de-icing bay

a) BE ADVISED NOZZLE PROXIMITY ACTIVATION

ON (significant point on aircraft) [NO VISUAL

DAMAGE or DAMAGE (description of damage)

OBSERVED] [SAY INTENTIONS];

b) EMERGENCY IN DE-ICING BAY (de-icing bay

number) [SHUT DOWN ENGINES or STANDBY FOR

FURTHER INSTRUCTIONS].

End of new text

. . .

31

Chapter 13

AUTOMATIC DEPENDENT SURVEILLANCE —

CONTRACT (ADS-C) SERVICES

13.1 GENERAL

Note.— Guidance material concerning the implementation of ADS-C is contained in the Global


. . .

13.2 ADS-C GROUND SYSTEM CAPABILITIES

13.2.1 ADS-C ground systems used in the provision of air traffic services shall have a very high

level of reliability, availability and integrity. The possibility of system failures or significant system

degradations that may cause complete or partial interruptions of service shall be very remote. Backup

facilities shall be provided.

Note 1.— An ADS-C ground system will normally consist of a number of integrated elements,

including communication interfaces, a data-processing system and one or more controller interfaces.

Note 2.— Information pertaining to use of ADS-C and to system reliability, availability and

integrity is contained in the Manual of Air Traffic Services Data Link Applications (Doc 9694)

Performance-based Communication and Surveillance (PBCS) Manual (Doc 9869).

. . .

13.4 USE OF ADS-C IN THE PROVISION OF

AIR TRAFFIC CONTROL SERVICE

. . .

13.4.3 Provision of ADS-C services

13.4.3.1 GENERAL

The number of aircraft simultaneously provided with ADS-C services shall not exceed that which can safely

be handled under the prevailing circumstances, taking into account:

a) the complexity of the traffic situation and associated workload within the sector or area of

responsibility of the controller; b) the level of automation of the ADS-C ground system; c) the overall technical performance of the ADS-C systems and communications systems, including

possible degradations that would require use of backup facilities;

32

d) the overall performance of the backup surveillance and communications systems; and e) the effect of loss of controller-pilot communications.

Note.— Further guidance on the factors to be considered can be found in the Manual of Air Traffic

Services Data Link Applications (Doc 9694).

. . .

13.4.3.4 GENERAL ADS-C PROCEDURES

. . .

13.4.3.4.3 ADS-C AGREEMENTS

. . .

13.4.3.4.3.2 In airspace where procedural separation is being applied, ADS-C agreements shall, as

a minimum, contain the following ADS contracts: a) a periodic contract at an interval appropriate to the airspace requirements; b) an event contract, specifying the following: b1) a waypoint change event contract; c2) a lateral deviation event contract; and d3) a level range deviation event contract.

Note 1.— Circumstances may dictate that periodic contract reporting rate might be increased on

receipt of a lateral deviation or level range deviation event report.

Note 2.— A vertical rate change event specified at, for example, a negative vertical rate

(i.e. a descent) exceeding 27 m/s (5 000 ft/min), may provide additional indication of an abnormal situation.

13.4.3.4.3.3 Upon receipt of an event report indicating a deviation from the clearance, the ATC

unit shall establish a periodic contract at a reduced reporting interval, as deemed appropriate, requesting the

ground vector data block in addition to basic ADS-C data block. The ATC unit shall advise the flight crew

of the observed deviation and ascertain its intention using CPDLC or voice, as appropriate.

13.4.3.4.3.4 The reduced ADS-C periodic reporting interval shall be retained until the aircraft has

resumed its clearance, at which time the event contract shall be re-established and the normal periodic

contract restored. Action should be taken by the ATC unit to notify proximate aircraft if appropriate.

13.4.3.4.3.35 When the application of specified separation minima is dependent on the reporting

interval of periodic position reports, the ATC unit shall not establish periodic contracts with a reporting

interval greater than the required reporting interval. 13.4.3.4.3.46 Where an expected position report is not received within a prescribed time

parameter, action shall be taken, as appropriate, to ascertain the position of the aircraft. Note 1.— This may be achieved by the use of an ADS demand contract, CPDLC or voice

33

communications, or receipt of a subsequent periodic report. Note 2.— Requirements concerning the provision of an alerting service are contained in Chapter 9.

13.4.3.4.3.5 An ADS-C aircraft observed to deviate significantly from its cleared flight profile shall

be advised accordingly. Action shall be taken, as appropriate, to ascertain the position and intentions of the

aircraft. Appropriate action shall also be taken if, in the opinion of the controller, such deviation is likely to

affect the air traffic service being provided.

Note.— This may be achieved by the use of an ADS demand contract, CPDLC or voice communications.

. . .

13.4.3.4.5 EMERGENCY AND/OR URGENCY REPORTS

Note.— To indicate that it is in a state of emergency or to transmit other urgent information the

state of emergency is terminated, an aircraft equipped with ADS-C might operate the emergency and/or

urgency mode as follows:

a) emergency; and

b) communication failure;

c) unlawful interference;

d) minimum fuel; and/or

e) medical.

b) emergency cancelled.

13.4.3.4.5.1 When an ADS-C emergency and/or urgency report is received with an emergency

status indication, the controller with responsibility for the flight must acknowledge receipt of the information

by the most appropriate means of communication. 13.4.3.4.5.2 Both the aircraft and the ADS-C ground system shall be capable of supporting an

emergency and/or urgency mode of ADS-C operation to assist ATC alerting procedures and to assist search

and rescue operations. In the event of an aircraft in, or appearing to be in, any form of emergency, all possible

assistance shall be provided by the controller. Note.— The ADS-C airborne system will provide for a pilot-initiated emergency and/or urgency

mode. It may also permit the aircraft to automatically establish the emergency and/or urgency mode. 13.4.3.4.5.3 The ADS-C ground system shall recognize the initiation, modification and termination

of an emergency and/or urgency mode and alert the controller. The ADS-C ground system shall be able to

modify the emergency and/or urgency reporting rate if necessary. The ADS-C ground system shall be able to

suppress an emergency/urgency indication. . . .

13.5.3 Application of horizontal separation using ADS-C position information

. . .

13.5.3.1 ADS-C-based longitudinal distance separation minima are detailed at 5.4.2.9 6.4 of

Chapter 5.

34

. . .

Chapter 14

CONTROLLER-PILOT DATA LINK

COMMUNICATIONS (CPDLC)

14.1 GENERAL

Note 1.— Provisions concerning CPDLC are contained in Annex 10, Volume II, Chapter 8.

Note 2.— Guidance material concerning the implementation of CPDLC is contained in the Global


14.1.1 The CPDLC application provides a means of communication between the controller and

pilot, using data link the CPDLC message set for ATC communication. . . .

Note 1.— See Appendix 5 for the CPDLC message set which lists the message elements and their

respective message intentsded/ use.

Note 2.— Message element intent and text and associated procedures are, in general, consistent with

Chapter 12 — Phraseologies. It is, however, recognized that the CPDLC message set and the associated

procedures differ somewhat from the voice equivalent used because of the differences between the two

media.

14.1.2.1 The controller shall be provided with the capability to respond to messages, including

emergencies, to issue clearances, instructions and advisories, and to request and provide information, as

appropriate.

14.1.2.2 The pilot shall be provided with the capability to respond to messages, to request

clearances and information, to report information, and to declare or cancel an emergency.

14.1.2.314.1.3 The pilot and the controller shall be provided with the capability to exchange

messages which do not conform to defined formats (i.e. free text messages) include standard message

elements, free text message elements or combinations of both.

14.1.34 Ground and airborne systems shall allow for messages to be appropriately displayed,

printed when required and stored in a manner that permits timely and convenient retrieval should such action

be necessary.

14.1.45 Whenever textual presentation is required, the English language shall be displayed as a

minimum.

14.1.5 Where applicable, the communication procedures for the provision of CPDLC shall be in

accordance with Annex 10, Volume III, Part I, Chapter 3. Message element intent and text and associated

procedures are, in general, consistent with Chapter 12 — Phraseologies. It is, however, recognized that the

35

CPDLC message set and the associated procedures differ somewhat from the voice equivalent used because

of the differences between the two media; one being direct-speech and the other an exchange of data, the

latter of which can be displayed and/or printed.

. . .

14.3 EXCHANGE OF OPERATIONAL CPDLC MESSAGES

14.3.1 The controller or pilot shall construct CPDLC messages using the defined message set, a

free text message standard message elements, free text message elements or a combination of both.

. . .

14.3.1.2 When CPDLC is being used, and the intent of the message is included in the CPDLC

message set contained in Appendix 5, the associated message standard message elements shall be used.

. . .

14.3.2 Message attributes dictate certain message handling requirements for the CPDLC user receiving a

message. Each CPDLC message has three two attributes: Urgency, Alert and Response.

14.3.2.1 URGENCY

The urgency attribute delineates the queuing requirements for received messages that are displayed to the

end-user. Urgency types are presented in Table 14-1.

14.3.2.21 ALERT

The alert attribute delineates the type of alerting required upon message receipt. Alert types are presented in

Table 14-21.

14.3.2.32 RESPONSE

14.3.2.32.1 The response attribute delineates valid responses for a given message element.

Response types are presented in Table 14-32 for uplink messages and Table 14-43 for downlink messages.

14.3.2.32.2 When a multi-element message requires a response, and the response is in the form

of a single message element, the response shall apply to all message elements.

. . .

Table 14-1. Urgency attribute (uplink and downlink)

Type Description Precedence

D Distress 1

36

U Urgent 2

N Normal 3

L Low 4

Table 14-21. Alert attribute (uplink and downlink)

. . .

Table 14-32. Response attribute (uplink)

. . .

Table 14-43. Response attribute (downlink)

Type Response required Valid responses Precedence

Y Yes Any CPDLC uplink message,

LOGICAL ACKNOWLEDGEMENT (only if

required)

1

N No, unless logical

acknowledgement

required

LOGICAL ACKNOWLEDGEMENT (only if

required),

SERVICE UNAVAILABLE MESSAGE NOT

SUPPORTED BY THIS ATC UNIT,

FLIGHT PLAN NOT HELD,

ERROR

2

. . .

14.3.3 Transfer of CPDLC

Note.— Details on CPDLC transfer can be found in the Manual of Air Traffic Services Data Link

Applications (Doc 9694)

. . .

14.3.4 Free text messages elements

Note — Provisions concerning the use of free text message elements are contained in Annex 10,

Volume II, Chapter 8.

14.3.4.1 The use of free text message elements by controllers or pilots, other than standardized

free text message elements, should be avoided. Standardized free text message elements should be

preformatted and made available to controllers and pilots to facilitate their use.

Note 1.— While it is recognized that non-routine and emergency situations may necessitate use of

37

free text, particularly when voice communications have failed, the avoidance of utilizing free text messages

is intended to reduce the possibility of misinterpretation and ambiguity.

Note 2.— Provisions concerning the use of standardized free text message elements are contained in

Annex 10, Volume II, Chapter 8.

14.3.4.2 When determined acceptable by the appropriate ATS authority to use free text message

elements, free text message elements should be stored for selection within the aircraft system or ground

system to facilitate their use.

14.3.5 Emergencies, hazards and equipment failure procedures

. . .

14.3.5.2 When responding via CPDLC to a report indicating unlawful interference, uplink

message Roger 7500 shall be used.

Editorial Note.— Renumber subsequent paragraphs accordingly

. . .

Chapter 15. PROCEDURES RELATED TO EMERGENCIES,

COMMUNICATION FAILURE AND CONTINGENCIES

15.1 EMERGENCY PROCEDURES

. . .

15.1.4 Emergency descent

15.1.4.1 GENERAL ACTION BY THE ATS UNIT

Upon receipt of advice Upon recognition that an aircraft is making an emergency descent through other

traffic, all possible appropriate action shall be taken immediately to safeguard all aircraft concerned. When

deemed necessary, air traffic control units shall immediately broadcast by means of the appropriate radio

aids, or if not possible, request the appropriate communications stations immediately to broadcast an

emergency message. Appropriate actions may include the following, in the order appropriate for the

circumstance:

a) broadcasting an emergency message;

b) issuing traffic information and/or instructions to aircraft affected by the descent;

c) advising the minimum flight altitude and altimeter setting for the area of operation; and

38

d) informing any other ATS units which may be affected by the emergency descent.

15.1.4.2 ACTION BY THE PILOT-IN-COMMAND OF THE AIRCRAFT IN AN EMERGENCY DESCENT

It is expected that aircraft receiving such a broadcast will clear the specified areas and stand by on the

appropriate radio frequency for further clearances from the air traffic control unit.

The pilot shall take the following steps as soon as practicable in the order appropriate for the circumstance:

a) navigate as deemed appropriate by the pilot;

b) advise the appropriate ATS unit of the emergency descent and if able intentions;

c) set transponder to Code 7700 and, if applicable, select the appropriate emergency mode on ADS-B

and/or ADS-C;

d) turn on aircraft exterior lights (commensurate with appropriate operating limitations);

e) watch for conflicting traffic both visually and by reference to ACAS (if equipped); and

f) when emergency descent is complete, coordinate further intentions with the appropriate ATS unit.

Note.— Procedures for the use of ACAS are contained in PANS-OPS, Volume I, Part III, Section 3,

Chapter 3.

15.1.4.3 SUBSEQUENT ACTION BY THE AIR TRAFFIC CONTROL UNIT

Immediately after such an emergency broadcast has been made the ACC, the approach control unit, or the

aerodrome control tower concerned shall forward further clearances to all aircraft involved as to additional

procedures to be followed during and subsequent to the emergency descent. The ATS unit concerned shall

additionally inform any other ATS units and control sectors which may be affected.

15.1.4.3 ACTION BY THE PILOT OF AIRCRAFT

RECEIVING EMERGENCY DESCENT BROADCAST

Unless specifically instructed by the ATS unit to clear the area or threatened by immediate danger, the pilot

shall take the following actions:

a) continue according to current clearance and maintain listening watch on the frequency in use for any

further instructions from the ATS unit; and

b) watch for conflicting traffic both visually and by reference to ACAS (if equipped).

. . .

39

15.3 AIR-GROUND COMMUNICATIONS FAILURE

Note 4.— See also Chapter 6, 6.3.2.5, concerning departure clearances containing no geographical

or time limit for an initial cleared level below the flight planned level and procedures to be applied in

relation to an aircraft experiencing air-ground communication failure under such circumstances.

. . .

15.7 OTHER ATC CONTINGENCY PROCEDURES

. . .


15.7.5 Autonomous runway incursion warning system (ARIWS)

Note 1.— The generation of ARIWS warnings is a function based on surveillance data. The objective

of the ARIWS function is to assist flight crews and vehicle drivers in the prevention of runway incursions by

generating, in a timely manner, a direct warning of a possible runway hazard making it unsafe to enter, to

cross a runway or to take-off

Note 2.— The function of ARIWS is to operate independently from ATC, and the warnings are

generated for pilots and vehicle drivers.

Note 3.— Annex 14, Attachment A, Section 21, provides description of an autonomous runway

incursion warning system (ARIWS) and information on its use.

15.7.5.1 In the event an ARIWS warning is generated that conflicts with the ATC clearance, the

following action shall be taken by flight crew and vehicle drivers:

a) The flight crew or vehicle driver shall give priority to the ARIWS warning over the ATC

clearance. They shall not proceed onto the runway or commence the take-off roll. The flight

crew or vehicle driver shall inform the controller of the ARIWS warning and await further

clearance.

b) In the event the aircraft or vehicle has initiated actions to comply with a clearance that conflicts

with the warning, the flight crew or the vehicle driver shall use the warning to exercise their

best judgement and full authority in the choice of the best course of action to resolve any

potential conflict. The controller should be informed, when practicable, of the ARIWS warning.

15.7.5.2 ATS units shall have procedures in place for situations when controllers are informed of

ARIWS warnings, including how to disable the ARIWS in case of malfunctions.

End of new text.

Renumber subsequent paragraphs accordingly

40

Chapter 16

MISCELLANEOUS PROCEDURES

. . .

16.5 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)

. . .

16.5.2 Strategic lateral offsets shall be authorized only in en-route airspace as follows:

a) where the lateral separation minima or spacing between route centre lines is 55.542.6 km

(3023 NM) or more, offsets to the right of the centre line relative to the direction of flight in

tenths of a nautical mile up to a maximum of 3.7 km (2 NM); and

b) where the lateral separation minima or spacing between route centre lines is 11.1 km (6 NM) or

more and less than 55.542.6 km (3023 NM), offsets to the right of the centre line relative to the

direction of flight in tenths of a nautical mile up to a maximum of 0.9 km (0.5 NM).

. . .

Appendix 2

FLIGHT PLAN

. . .

2. Instructions for the completion of the flight plan form

. . .

2.2 Instructions for insertion of ATS data

. . .

ITEM 10: EQUIPMENT AND CAPABILITIES

. . .

Radiocommunication, navigation and

approach aid equipment and capabilities

. . .

INSERT one or more of the following letters to indicate the serviceable COM/NAV/approach aid equipment and capabilities available:

41

A GBAS landing system

B LPV (APV with SBAS)

C LORAN C

D DME

E1 FMC WPR ACARS

E2 D-FIS ACARS

E3 PDC ACARS

F ADF

G GNSS If any portion of

the flight is planned to be

conducted under IFR, it

refers to GNSS receivers

that comply with the

requirements of

Annex 10, Volume I (See

Note 2)

H HF RTF

I Inertial Navigation

J1 CPDLC ATN VDL

Mode 2 (See Note 3)

J2 CPDLC FANS 1/A

HFDL

J3 CPDLC FANS 1/A

VDL Mode A

J4 CPDLC FANS 1/A

VDL Mode 2

J5 CPDLC FANS 1/A

SATCOM

(INMARSAT)

J6 CPDLC FANS 1/A

SATCOM (MTSAT)

J7 CPDLC FANS 1/A SATCOM

(Iridium)

K MLS

L ILS

M1 ATC SATVOICE RTF SATCOM

(INMARSAT)

M2 ATC SATVOICE RTF (MTSAT)

M3 ATC SATVOICE RTF (Iridium)

O VOR

P1–P9 Reserved for RCP CPDLC RCP

400 (See Note 7)

P2 CPDLC RCP 240 (See Note 7)

P3 SATVOICE RCP 400 (See Note 7)

P4–P9 Reserved for RCP

R PBN approved (See Note 4)

T TACAN

U UHF RTF

V VHF RTF

W RVSM approved

X MNPS approved

Y VHF with 8.33 kHz channel spacing

capability

Z Other equipment carried or other

capabilities (See Note 5)

Any alphanumeric characters not indicated above are reserved.

. . .

Note 7.— Guidance material on the application of performance-based communication, which

prescribes RCP to an air traffic service in a specific area, is contained in the Performance-based

Communication and Surveillance (PBCS) Manual (Doc 9869).

Surveillance equipment

and capabilities

INSERT N if no surveillance equipment for the route to be flown is carried, or the equipment is unserviceable,

OR

INSERT one or more of the following descriptors, to a maximum of 20 characters, to describe the serviceable surveillance equipment and/or capabilities on board:

42

. . .

ADS-C

D1 ADS-C with FANS 1/A capabilities

G1 ADS-C with ATN capabilities Alphanumeric characters not indicated above are reserved. Example: ADE3RV/HB2U2V2G1

Note 1.— The RSP specification(s), if applicable, will be listed in Item 18 following the indicator SUR/.

Guidance material on the application of performance-based surveillance, which prescribes RSP to an air

traffic service in a specific area, is contained in the Performance-based Communication and Surveillance

(PBCS) Manual (Doc 9869).

Note 2.— Additional surveillance equipment or capabilities application should will be listed in Item 18

following the indicator SUR/, as required by the appropriate ATS authority.

. . .

ITEM 18: OTHER INFORMATION

. . .

COM/ Indicate communications equipment and applications or capabilities not specified in Item 10 a).

DAT/ Indicate data communication equipment and applications or capabilities not specified in 10 a).

SUR/ Indicate Include surveillance equipment and capabilities not specified in Item 10 b). Indicate as

many RSP specification(s) as apply to the flight, using designator(s) with no space. Multiple RSP

specifications are separated by a space. Example: RSP180 RSP400.

Appendix 3

AIR TRAFFIC SERVICES MESSAGES

. . .

1. Message contents, formats and data conventions

. . .

1.8 Accuracy in the preparation of ATS messages

. . .

43

Field Type 10 – Equipment and capabilities

. . .

SINGLE HYPHEN

(a) Radiocommunication, navigation and approach aid equipment and capabilities

1 LETTER as follows:

N no COM/NAV/approach aid equipment for the route to be flown is carried, or the

equipment is unserviceable

OR S Standard COM/NAV/approach aid equipment for the route to be flown is carried and

serviceable (see Note 1)

AND/OR ONE OR MORE OF THE FOLLOWING LETTERS to indicate the serviceable

COM/NAV/approach aid equipment and capabilities

A GBAS landing system

B LPV (APV with SBAS)

C LORAN C

D DME

E1 FMC WPR ACARS

E2 D-FIS ACARS

E3 PDC ACARS

F ADF

G GNSS. If any portion of the

flight is planned to be

conducted under IFR it refers

to GNSS receivers that

comply with the requirements

of Annex 10, Volume I (See

Note 2)

H HF RTF

I Inertial navigation

J1 CPDLC ATN VDL Mode 2

(see Note 3)

J2 CPDLC FANS 1/A HFDL

J3 CPDLC FANS 1/A VDL

Mode A

J4 CPDLC FANS 1/A VDL

Mode 2

J5 CPDLC FANS 1/A

SATCOM (INMARSAT)

J6 CPDLC FANS 1/A

SATCOM (MTSAT)

J7 CPDLC FANS 1/A SATCOM

(Iridium)

K MLS

L ILS

M1 ATC SATVOICE RTF SATCOM

(INMARSAT)

M2 ATC SATVOICE RTF (MTSAT)

M3 ATC SATVOICE RTF (Iridium)

O VOR

P1–P9 Reserved for RCPCPDLC RCP

400 (See Note 7)

P2 CPDLC RCP 240 (See Note 7)

P3 SATVOICE RCP 400 (See Note 7)

P4–P9 Reserved for RCP R PBN approved (see Note 4)

T TACAN

U UHF RTF

V VHF RTF

W RVSM approved

X MNPS approved

Y VHF with 8.33 kHz channel

spacing capability

Z Other equipment carried or other

capabilities (see Note 5)

. . .

Note 7.— Guidance material on the application of performance-based communication,

which prescribes RCP to an air traffic service in a specific area, is contained in the


44

(b) Surveillance equipment and capabilities

. . .

Note 1.— The RSP specification(s), if applicable, will be listed in Item 18 following the

indicator SUR/. Guidance material on the application of performance-based surveillance,

which prescribes RSP to an air traffic service in a specific area, is contained in the


Note 2.— Additional surveillance equipment or capabilities application should will be

listed in Item 18 following the indicator SUR/, as required by the appropriate ATS authority.

. . .

Field Type 18 — Other information

. . .

COM/ Indicate communications equipment and applications or capabilities not specified in Item 10 a).

DAT/ Indicate data communication equipment and applications or capabilities not specified in 10 a).

SUR/ Indicate Include surveillance equipment and capabilities not specified in Item 10 b). Indicate as many RSP specification(s) as apply to the flight, using designator(s) with no space. Multiple RSP specifications are separated by a space. Example: RSP180 RSP400..

. . .

Appendix 5

CONTROLLER-PILOT DATA LINK

COMMUNICATIONS (CPDLC) MESSAGE SET

Note 1.— The message identifier of the CPDLC message set in this appendix is derived from the

operational category of the CPDLC message element. A message element identifier of specific technologies,

correlated to those defined in this document can be found in the Global Operational Data Link (GOLD)

Manual (Doc 10037).

Note 2.— Parameters contained in message elements are defined in Table A-5-14-1 of this appendix.

When they are optional in a message element, parameters are denoted with an [O].

45

1. Uplink messages

2. Downlink messages

Table A5-1-1. Route uplinks (RTEU) 45

Table A5-1-2. Route downlinks (RTED) 49

Table A5-2-1. Lateral uplinks (LATU) 50

Table A5-2-2. Lateral downlinks (LATD) 52

Table A5-3-1. Level uplinks (LVLU) 54

Table A5-3-2. Level downlinks (LVLD) 59

Table A5-4-1. Crossing constraint uplinks (CSTU) 62

Table A5-5-1. Speed uplinks (SPDU) 64

Table A5-5-2. Speed downlinks (SPDD) 66

Table A5-6-1. Air traffic advisory uplinks (ADVU) 67

Table A5-6-2. Air traffic advisory downlinks (ADVD) 70

Table A5-7-1. Voice communications uplinks (COMU) 70

Table A5-7-2. Voice communications downlinks (COMD) 71

Table A5-8-1. Spacing uplinks (SPCU) 72

Table A5-8-2. Spacing downlinks (SPCD) 73

Table A5-9-1. Emergency/urgency uplinks (EMGU) 74

Table A5-9-2. Emergency/urgency downlinks (EMGD) 75

Table A5-10-1. Standard response uplinks (RSPU) 75

Table A5-10-2. Standard response downlinks (RSPD) 76

Table A5-11-1. Supplemental uplinks (SUPU) 77

Table A5-11-2. Supplemental downlinks (SUPD) 78

Table A5-12-1. Free text uplinks (TXTU) 78

Table A5-12-2. Free text downlinks (TXTD) 79

Table A5-13-1. System management uplinks (SYSU) 80

Table A5-13-2. System management downlinks (SYSD) 81

Table A5-14-1. Parameters 82

1. Route message elements

Table A5-1-1. Route uplinks (RTEU)

Instructions to proceed via the specified route or named procedure, change the route, and notifications to expect

46

route changes.

Message

element

identifier

Message element

intent/useintended use

Message elementFormat

for message element

display

ALRT RESP

73

RTEU-1

Instruction to be followed from

departure until proceed via the

specified departure clearance limit.

(departure clearance) M W/U

74

RTEU-2

Instruction to proceed directly

from its present position to the

specified position.

PROCEED DIRECT TO

(position)

M W/U

75 Instruction to proceed, when able,

directly to the specified position.

WHEN ABLE PROCEED

DIRECT TO (position)

M W/U

76

RTEU-3

Instruction to proceed, at the

specified time, directly to the

specified position.

AT TIME (time) PROCEED


M W/U

77

RTEU-4

Instruction to proceed, at the

specified position, directly to the

next specified position.

AT (Position) PROCEED


M W/U

78

RTEU-5

Instruction to proceed, upon

reaching the specified level,

directly to the specified position.

AT (level single) PROCEED


M W/U

79

RTEU-6

Instruction to proceed to the

specified position via the specified

route.

CLEARED TO (position)

VIA (departure data[O])

(en-route dataclearance)

M W/U

80

RTEU-7

Instruction to proceed via the

specified route.

CLEARED (departure

data[O]) (en-route

dataclearance) (arrival

approach data)

M W/U

81

RTEU-8

Instruction to proceed in

accordance with the specified

procedure.

CLEARED (procedure name) M W/U

83

RTEU-9

Instruction to proceed from the


route.

AT (position) CLEARED

(en-route dataclearance)

(arrival approach data)

M W/U

84

RTEU-10

Instruction to proceed from the


procedure.

AT (position) CLEARED

(procedure name)

M W/U

85 Notification that a clearance to fly

on the specified route may be

issued.

EXPECT (route clearance) L R


on the specified route from the

specified position may be issued.

AT (position) EXPECT

(route clearance)

L R

47

Message

element

identifier

Message element



for message element

display

ALRT RESP


directly to the specified position

may be issued.

EXPECT DIRECT TO

(position)

L R


directly from the first specified

position to the next specified

position may be issued.



L R



commencing at the specified time

may be issued.

AT (time) EXPECT DIRECT

TO (position)

L R



commencing when the specified

level is reached may be issued.

AT (level) EXPECT DIRECT

TO (position)

L R

91

RTEU-11

Instruction to enter a holding

pattern with the specified

characteristics at the specified

position and level in accordance

with the specified instructions.

Note.— RTEU-13 EXPECT

FURTHER CLEARANCE AT

[time] is appended to this message

when an extended hold is

anticipated (Chapter 6, 6.5.7 and

6.5.8 refer).

AT (position) HOLD AT

(position) MAINTAIN (level)

INBOUND TRACK

(degrees) (direction) TURNS

(leg type) LEGS

M W/U

92

RTEU-12

Instruction to enter a holding

pattern with the published

characteristics at the specified

position and level.in accordance

with the published holding

instructions.

Note.— RTEU-13 EXPECT

FURTHER CLEARANCE AT

[time] is appended to this message

when an extended hold is

anticipated (Chapter 6, 6.5.7 and

6.5.8 refer).

AT (position) HOLD AT

(position) AS PUBLISHED

MAINTAIN (level)

M W/U

93

RTEU-13

Notification that an onwards

clearance may be issued at the

specified time.

EXPECT FURTHER

CLEARANCE AT TIME

(time)

LM R

99

RTEU-14

Notification that a clearance may

be issued for the aircraft to fly the

specified procedure or clearance

name.

EXPECT (procedure

namenamed instruction)

LM R

48

Message

element

identifier

Message element



for message element

display

ALRT RESP

132 Instruction to report the present

position.

REPORT POSITION M Y

137

RTEU-15

Instruction Request to confirm the

currently assigned route.

CONFIRM ASSIGNED

ROUTE

LM Y

138 Instruction to confirm the

previously reported time over the

last reported waypoint.

CONFIRM TIME OVER

REPORTED WAYPOINT

L Y

139 Instruction to confirm the identity

of the previously reported

waypoint.

CONFIRM REPORTED

WAYPOINT

L Y


of the next waypoint.

CONFIRM NEXT

WAYPOINT

L Y

141 Instruction to confirm the

previously reported estimated time

at the next waypoint.

CONFIRM NEXT

WAYPOINT ETA

L Y


of the next but one waypoint.

CONFIRM ENSUING

WAYPOINT

L Y


ground track.

REPORT GROUND TRACK M Y

147

RTEU-16

Instruction Request to make a

position report.

REQUEST POSITION

REPORT

M Y


distance to or from the specified

position.

REPORT DISTANCE

(to/from) (position)

M Y

184 Instruction to report at the

specified time the distance to or

from the specified position.

AT (time) REPORT

DISTANCE (to/from)

(position)

L Y

216 Instruction to file a flight plan. REQUEST FLIGHT PLAN M Y

228

RTEU-

1617

Instruction Request to provide

report the estimated time of arrival

at the specified position.

REPORT ADVISE ETA

(position)

LM Y

229 Instruction to report the preferred

alternate aerodrome for landing.

REPORT ALTERNATE

AERODROME

L Y

49

Table A5-1-2. Route downlinks (RTED)

Requests to modify the route of flight.

Message

element

identifier

Message element



for message element

display

ALRT RESP

22

RTED-1

Request to track from the present

position for a direct clearance to

the specified position.

REQUEST DIRECT TO

(position)

LM Y

23

RTED-2

Request for the specified procedure

or clearance name.

REQUEST (procedure

name)named instruction)

LM Y

24

RTED-3

Request for a the specified route

clearance.

REQUEST CLEARANCE

(departure data[O]) (en-route

dataclearance) (arrival

approach data[O])

LM Y

25

RTED-4

Request for athe specified

clearance.

REQUEST (clearance type)

CLEARANCE

LM Y

33 Notification of the present position. PRESENT POSITION

(position)

L N

36 Notification of the present ground

track in degrees.

PRESENT GROUND

TRACK (degrees)

L N

42 The next waypoint is the specified

position.

NEXT WAYPOINT

(position)

L N

43 The ETA at the next waypoint is as

specified.

NEXT WAYPOINT ETA

(time)

L N

44 The next but one waypoint is the

specified position.

ENSUING WAYPOINT

(position)

L N

45 Clarification of previously reported

waypoint passage.

REPORTED WAYPOINT

(position)

L N

46 Clarification of time over

previously reported waypoint.

REPORTED WAYPOINT

(time)

L N

48

RTED-5

Position report. POSITION REPORT

(position report)

M N

70

RTED-6

Request a clearance to adopt for the

specified heading.

REQUEST HEADING

(degrees)

LM Y

71

RTED-7

Request a clearance to adopt for the

specified ground track.

REQUEST GROUND

TRACK (degrees)

LM Y

78 Notification that at the specified

time the aircraft’s position was as

specified.

AT (time) (distance) (to/from)

(position)

L N

50

Message

element

identifier

Message element



for message element

display

ALRT RESP

51

RTED-8

Request for the earliest time at

which a clearance to regain the

planned route or position that can

be expected to rejoin the cleared

route.

WHEN CAN WE EXPECT

BACK ON ROUTE

LM Y

40

RTED-9

Readback of Confirmation that the

assigned route is the specified

route.

ASSIGNED ROUTE

(departure data[O])

(en- route dataclearance)

(arrival approach data[O])

M N

104

RTED-10

Notification of estimated time of

arrival at the specified position.

ETA (position) TIME (time) LM N

105

Notification of the alternate

aerodrome for landing.

ALTERNATE

AERODROME (Airport)

L N

2. Lateral message elements

Table A5-2-1. Lateral uplinks (LATU)

Instructions to fly a parallel route or rejoin the originally cleared route, clearances to deviate from assigned route

and notifications to expect offset change.

Message

element

identifier

Message element



for message element

display

ALRT RESP

64

LATU-1

Instruction to fly a parallel track to

the cleared route at a displacement

of the specified distance in the

specified direction.

OFFSET (specified distance)

(direction) OF ROUTE

M W/U

65

LATU-2




specified direction and

commencing at the specified

position.

AT (position) OFFSET

(specified distance)


M W/U

66

LATU-3




specified direction and

commencing at the specified time.

AT TIME (time) OFFSET



M W/U

67

LATU-4

Instruction thatto rejoin the cleared

flight route is to be rejoined.

PROCEED BACK ON

REJOIN ROUTE

M W/U

68

LATU-5

Instruction thatto rejoin the cleared

flight route is to be rejoined at or

before passing the specified

position.

REJOIN ROUTE BY

BEFORE PASSING

(position)

M W/U

51

Message

element

identifier

Message element



for message element

display

ALRT RESP

69

LATU-6

Instruction that to rejoin the

cleared flight route is to be

rejoined at or before the specified

time.

REJOIN ROUTE BY

BEFORE TIME (time)

M W/U

70

LATU-7


be issued to enable the aircraft to

rejoin the cleared route at or before

passing the specified position.

EXPECT BACK ON ROUTE

BY BEFORE PASSING

(position)

LM R

71

LATU-8


be issued to enable the aircraft to

rejoin the cleared route at or before

the specified time.

EXPECT BACK ON ROUTE

BY BEFORE TIME (time)

LM R

72

LATU-9

Instruction to resume own

navigation following a period of

tracking or heading clearances.

May be used in conjunction with

an instruction on how or where to

rejoin the cleared route.

RESUME OWN

NAVIGATION

M W/U

82

LATU-

10

Approval Instruction allowing

deviation to deviate up to the

specified distance(s) from the

cleared route in the specified

direction(s).

CLEARED TO DEVIATE

UP TO (specified distance)

(directionlateral deviation)

OF ROUTE

M W/U

94

LATU-

11

Instruction to turn left or right as

specified on to the specified

heading.

TURN (direction) HEADING

(degrees)

M W/U

95

LATU-

12

Instruction to turn left or right as

specified on to the specified track.

TURN (direction) GROUND

TRACK (degrees)

M W/U

215

LATU-

13

Instruction to turn a the specified

number of degrees left or right.

TURN (direction) (number of

degrees) DEGREES

M W/U

96

LATU-

14

Instruction to continue to fly on the

cupresent heading.

CONTINUE PRESENT

HEADING

M W/U

97

LATU-

15

Instruction to fly on the specified

heading from upon reaching the

specified position.

AT (position) FLY

HEADING (degrees)

M W/U

190

LATU-

16

Instruction to fly on the specified

heading.

FLY HEADING (degrees) M W/U

52

Message

element

identifier

Message element



for message element

display

ALRT RESP

243

LATU-

17

Instruction to report when the

aircraft is clear of adverse

meteorological conditions, and a

clearance to regain cleared flight

route can be accepted weather.

REPORT CLEAR OF

WEATHER

LM W/U

127

LATU-

18


aircraft is back on the cleared

route.

REPORT BACK ON ROUTE LM W/U

130

LATU-

19


aircraft has passed upon passing


REPORT PASSING

(position)

LM W/U

152 Instruction to report the earliest

time or position when the specified

offset track can be accepted.

WHEN CAN YOU ACCEPT


(direction) OFFSET

L Y

221 Instruction to stop turn at the

specified heading prior to reaching

the previously assigned heading.

STOP TURN HEADING

(degrees)

M W/U

98 Instruction to turn immediately left

or right as specified on to the

specified heading.

IMMEDIATELY TURN

(direction) HEADING

(degrees)

H W/U


heading.

REPORT HEADING M Y

Table A5-2-2. Lateral downlinks (LATD)

Requests to offset or deviate from route.

Message

element

identifier

Message element



for message element

display

ALR

T

RES

P

15

LATD-1

Request that for a parallel track,

offset from the cleared track by

route at a displacement of the

specified distance in the specified

direction, be approved.

REQUEST OFFSET



LM Y

16 Request that a parallel track, offset

from the cleared track by the


direction, be approved from the

specified position.

AT (position) REQUEST



L Y

53

Message

element

identifier

Message element



for message element

display

ALR

T

RES

P

17 Request that a parallel track, offset

from the cleared track by the


direction, be approved from the

specified time.

AT (time) REQUEST



L Y

26 Request for a weather deviation to

the specified position via the

specified route.

REQUEST WEATHER

DEVIATION TO (position)

VIA (route clearance)

M Y

27

LATD-2

Request for a weather deviation up

to the specified distance(s) off track

in the specified direction(s).

REQUEST WEATHER

DEVIATION UP TO


(directionlateral deviation)

OF ROUTE

M Y

35 Notification of the present heading

in degrees.

PRESENT HEADING

(degrees)

L N

114

LATD-3

Notification Report indicating that

the aircraft is clear of weather and is

able to accept a clearance to regain

cleared flight route.

CLEAR OF WEATHER M N

41

LATD-4

The aircraft has regained Report

indicating that the cleared route has

been rejoined.

BACK ON ROUTE M N

59

LATD-5

Notification that the aircraft is

Report indicating diverting to the


route due to an urgent need, which

may be sent without any previous

coordination done with ATC.

DIVERTING TO (position)

VIA (en-route dataclearance)

(arrival approach data[O])

HM Y

60

LATD-6


the aircraft is deviating offsetting to

a parallel track at the specified

distance in the specified direction

off from the cleared route and

maintaining a parallel track due to

an urgent need.

OFFSETTING (specified

distance) (direction) OF

ROUTE

HM Y

80

LATD-7

Notification that the aircraft is

Report indicating deviating up to the

specified distance from the cleared

route or degrees in the specified

direction due to an urgent need from

the cleared route.

DEVIATING UP TO

(specified deviation distance)


HM Y

31

LATD-8

Notification of Report indicating

passing the specified position.

PASSING (position) LM N

54

Message

element

identifier

Message element



for message element

display

ALR

T

RES

P

85 We can accept a parallel track offset

the specified distance in the

specified direction at the specified

time.

WE CAN ACCEPT (specified

distance) (direction) AT

(time)

L N

86 We cannot accept a parallel track

offset the specified distance in the

specified direction.

WE CANNOT ACCEPT


(direction)

L N

117 We can accept a parallel track offset

the specified distance in the

specified direction at the specified

position.

WE CAN ACCEPT (specified

distance) (direction) AT

(position)

L N

3. Level message elements

Table A5-3-1. Level uplinks (LVLU)

Instructions to change the assigned level, responses to level request,

modifications or restrictions to level clearances, and notifications to expect level clearance.

Message

element

identifier

Message element



for message element

display

ALRT RESP

6 Notification that a level change

instruction should be expected.

EXPECT (level) L R

7

LVLU-1

Notification that an instruction

should may be expected for the

aircraft to commence climb at the

specified time.

EXPECT CLIMB HIGHER

AT TIME (time)

LM R

8

LVLU-2



aircraft to commence climb at the

specified position.

EXPECT CLIMB HIGHER

AT (position)

LM R

9

LVLU-3



aircraft to commence descent at the

specified time.

EXPECT DESCENT

LOWER AT TIME (time)

LM R

10

LVLU-4



aircraft to commence descent at the

specified position.

EXPECT DESCENT

LOWER AT (position)

LM R

11 Notification that an instruction

should be expected for the aircraft to

commence cruise climb at the

specified time.

EXPECT CRUISE CLIMB

AT (time)

L R

55

Message

element

identifier

Message element



for message element

display

ALRT RESP

12 Notification that an instruction

should be expected for the aircraft to

commence cruise climb at the

specified position.

EXPECT CRUISE CLIMB

AT (position)

L R

13 (reserved) L R

14 (reserved) L R

15 (reserved) L R

16 (reserved) L R

17 (reserved) L R

18 (reserved) L R

19

LVLU-5

Instruction to maintain the specified

level or vertical range.

MAINTAIN (level) M W/U

20

LVLU-6

Instruction that a climb to a the

specified level or vertical range is to

commence and once reached the

specified level is to be maintained.

CLIMB TO (level) M W/U

21

LVLU-7

Instruction that at the specified time

a climb to the specified level or

vertical range is to commence and

once reached the specified level is to

be maintained.

AT TIME (time) CLIMB TO

(level)

M W/U

22

LVLU-8

Instruction that at the specified

position a climb to the specified

level or vertical range is to



AT (position) CLIMB TO

(level)

M W/U

23

LVLU-9

Instruction that a descent to a the

specified level or vertical range is to



DESCEND TO (level) M W/U

24

LVLU-10

Instruction that at a the specified

time a descent to a the specified




AT TIME (time) DESCEND

TO (level)

M W/U

25

LVLU-11


position a descent to the specified




AT (position) DESCEND TO

(level)

M W/U

56

Message

element

identifier

Message element



for message element

display

ALRT RESP

26

LVLU-12

Instruction that a climb is to

commence at a rate be completed

such that the specified level is

reached at or before the specified

time. When this message element is

not concatenated with another

vertical clearance, the level specified

is the assigned level which is to be

maintained.

CLIMB TO REACH (level

single) BY BEFORE TIME

(time)

M W/U

27

LVLU-13

Instruction that a climb is to



reached at or before passing the

specified position. When this

message element is not concatenated

with another vertical clearance, the

level specified is the assigned level

which is to be maintained.

CLIMB TO REACH (level

single) BY BEFORE

PASSING (position)

M W/U

28

LVLU-14

Instruction that a descent is to



reached at or before the specified

time. When this message element is

not concatenated with another

vertical clearance, the level specified

is the assigned level which is to be

maintained.

DESCEND TO REACH

(level single) BY BEFORE

TIME (time)

M W/U

29

LVLU-15

Instruction that a descent is to



reached at or before passing the

specified position. When this

message element is not concatenated

with another vertical clearance, the

level specified is the assigned level

which is to be maintained.

DESCEND TO REACH

(level single) BY BEFORE

PASSING (position)

M W/U

30 Instruction that a level within the

defined vertical range specified is to

be maintained.

MAINTAIN BLOCK (level)

TO (level)

M W/U

31 Instruction that a climb to a level

within the vertical range defined is

to commence.

CLIMB TO AND


TO (level)

M W/U

32 Instruction that a descent to a level

within the vertical range defined is

to commence.

DESCEND TO AND


TO (level)

M W/U

33 (reserved) L Y

57

Message

element

identifier

Message element



for message element

display

ALRT RESP

34 Instruction that a cruise climb to the

specified level is to commence and

continue and, once reached, the


CRUISE CLIMB TO (level) M W/U

35 Instruction to be used in conjunction

with an associated level instruction

indicating that a cruise climb can

commence once above the specified

level.

WHEN ABOVE (level)

COMMENCE CRUISE

CLIMB

M W/U

36 Instruction that the climb to the

specified level should be made at the

aircraft’s best rate.

EXPEDITE CLIMB TO

(level)

M W/U

37 Instruction that the descent to the

specified level should be made at the

aircraft’s best rate.

EXPEDITE DESCENT TO

(level)

M W/U

38 Urgent instruction to immediately

climb to the specified level and,

once reached, the specified level is

to be maintained.

IMMEDIATELY CLIMB

TO (level)

H W/U

39 Urgent instruction to immediately

descend to the specified level and,

once reached, the specified level is

to be maintained.

IMMEDIATELY DESCEND

TO (level)

H W/U

40 (reserved) L Y

41 (reserved) L Y

192

Instruction that a change of level is

to continue, but at a rate such that

the specified level is reached at or

before the specified time.

REACH (Level) BY (Time) M W/U

209

Instruction that a change of level is

to continue, but at a rate such that

the specified level is reached at or

before the specified position.

REACH (Level) BY

(Position)

M W/U

219

LVLU-16

Instruction to stop the climb at the

specified level and, once reached,

this level is to be maintained. The

specified level will be below the

previously assigned level. This

instruction should only be issued

when the controller can confirm that

the previously assigned level has not

yet been reached.

STOP CLIMB AT (Llevel

single)

M W/U

58

Message

element

identifier

Message element



for message element

display

ALRT RESP

220

LVLU-17

Instruction to stop the descent at the

specified level and, once reached,

this level is to be maintained. The

specified level will be above the

previously assigned level. This

instruction should only be issued

when the controller can confirm that

the previously assigned level has not

yet been reached.

STOP DESCENT AT (Llevel

single)

M W/U

171

LVLU-18

Instruction to climb at not less than

the specified rate or greater.

CLIMB AT (vertical rate)

MINIMUMOR GREATER

M W/U

172

LVLU-19

Instruction to climb at not above the

specified rate or less.

CLIMB AT (vertical rate)

MAXIMUMOR LESS

M W/U

173

LVLU-20

Instruction to descend at not less

than the specified rate or greater.

DESCEND AT (vertical rate)

MINIMUMOR GREATER

M W/U

174

LVLU-21

Instruction to descend at not above

the specified rate or less.

DESCEND AT (vertical rate)

MAXIMUMOR LESS

M W/U

LVLU-22 Notification that a clearance may be

issued for the aircraft to commence a

climb to the specified level at the

specified number of minutes after

departure.

EXPECT (level single)

(number of minutes) AFTER

DEPARTURE

M R

128

LVLU-23


aircraft has vacated upon leaving the

specified level that has either been

maintained or passed through on

climb or descent.

REPORT LEAVING (level

single)

LM W/U

129

LVLU-24


aircraft is maintaining level flight at

the specified level.

REPORT MAINTAINING

(level single)

LM W/U

133

LVLU-25

Instruction to report the present

level.

REPORT PRESENT LEVEL M Y

180

LVLU-26


aircraft is within upon reaching the

specified vertical range.

REPORT REACHING

BLOCK (level single) TO

(level single)

LM W/U

135

LVLU-27


currently assigned level.

CONFIRM ASSIGNED

LEVEL

LM Y

231

LVLU-28

Instruction Request to indicate

provide the pilot’s preferred level.

STATE ADVISE

PREFERRED LEVEL

LM Y

59

Message

element

identifier

Message element



for message element

display

ALRT RESP

232

LVLU-29

Instruction Request to indicate

provide the pilot’s preferred time

and/or position to commence

descent to the aerodrome of intended

arrival.

STATEADVISE TOP OF

DESCENT

L Y

200

Instruction used in conjunction with

a level clearance to report

maintaining the level assigned

REPORT MAINTAINING L W/U

148

LVLU-30

Request for the earliest time or

position at which when the specified

level can be accepted.

WHEN CAN YOU ACCEPT

(level single)

LM Y

149

LVLU-31

Instruction Request to report

indicate whether or not the specified

level can be accepted at the specified

position.

CAN YOU ACCEPT (level

single) AT (position)

LM A/N

150

LVLU-32


indicate whether or not the specified

level can be accepted at the specified

time.

CAN YOU ACCEPT (level

single) AT TIME (time)

LM A/N

175 (reserved) L W/U

185 (reserved) M W/U

186 (reserved) M W/U

236 Instruction to leave controlled

airspace.

LEAVE CONTROLLED

AIRSPACE

M W/U

217 Instruction to report that the aircraft

has landed.

REPORT ARRIVAL M Y

Table A5-3-2. Level downlinks (LVLD)

Requests to change the assigned altitude and inquiries when level change can be expected.

Message

element

identifier

Message element



for message element

display

ALRT RESP

6

LVLD-1

Request to fly at the specified

level or vertical range.

REQUEST (level) LM Y

7 Request to fly at a level within the

specified vertical range.

REQUEST BLOCK (level)

TO (level)

L Y

8 Request to cruise climb to the

specified level.

REQUEST CRUISE CLIMB

TO (level)

L Y

9

LVLD-2

Request to for a climb to the

specified level or vertical range.

REQUEST CLIMB TO

(level)

LM Y

60

Message

element

identifier

Message element



for message element

display

ALRT RESP

10

LVLD-3

Request to descend for a descent

to the specified level or vertical

range.

REQUEST DESCENT TO

(level)

LM Y

11

LVLD-4

Request that at the specified

position for a climb/descent to the

specified level be approved or

vertical range to commence at the

specified position.


CLIMB TO (level)

LM Y

12 Request that at the specified

position a descent to the specified

level be approved.


DESCENT TO (level)

L Y

13

LVLD-5

Request that at the specified time

for a climb/descent to the

specified level be approved or

vertical range to commence at the

specified time.

AT TIME (time) REQUEST

CLIMB TO (level)

LM Y

14 Request that at the specified time

a descent to the specified level be

approved.

AT (time) REQUEST

DESCENT TO (level)

L Y

52

LVLD-6


which or position that a clearance

to descend descent can be

expected.

WHEN CAN WE EXPECT

LOWER LEVEL

LM Y

53

LVLD-7


which or position that a clearance

to climb can be expected.

WHEN CAN WE EXPECT

HIGHER LEVEL

LM Y

54 Request for the earliest time at

which a clearance to cruise climb

to the specified level can be

expected.

WHEN CAN WE EXPECT

CRUISE CLIMB TO (level)

L Y

28

LVLD-8


leaving the specified level.

LEAVING (level single) LM N

37

LVLD-9


the aircraft is maintaining the

specified level is being

maintained.

MAINTAINING (level

single)

LM N

69 Request that a descent be

approved on a see-and-avoid

basis.

REQUEST VMC DESCENT L Y

76

LVLD-10

Notification that the aircraft has

reached a level within Report

indicating reaching the specified

vertical range.

REACHING BLOCK (level

single) TO (level single)

LM N

32 Notification of the present level. PRESENT LEVEL (level) L N

61

Message

element

identifier

Message element



for message element

display

ALRT RESP

38

LVLD-11


assigned level or vertical range is

the specified level or vertical

range.

ASSIGNED LEVEL (level) M N

72 (reserved) L N

77 Readback of the assigned vertical

range.

ASSIGNED BLOCK (level)

TO (level)

M N

106

LVLD-12


that the aircraft’s preferred level is

the specified level.

PREFERRED LEVEL (level

single)

LM N

29

LVLD-13


climbing to the specified level.

CLIMBING TO (level single) LM N

30

LVLD-14


descending to the specified level.

DESCENDING TO (level

single)

LM N

81

LVLD-15

We can accept Indication that the

specified level can be accepted at

the specified time.

WE CAN ACCEPT (level

single) AT TIME (time)

LM N

115

LVLD-16


specified level can be accepted at


WE CAN ACCEPT (level

single) AT (position)

LM N

82

LVLD-17

We cannot accept Indication that

the specified level cannot be

accepted.

WE CANNOT ACCEPT

(level single)

LM N


which a clearance to climb to the

specified level can be expected.

WHEN CAN WE EXPECT

CLIMB TO (level)

L Y


which a clearance to descend to

the specified level can be

expected.

WHEN CAN WE EXPECT

DESCENT TO (level)

L Y

109 Notification of the preferred time

to commence descent for

approach.

TOP OF DESCENT (time) L N

110 Notification of the preferred

position to commence descent for

approach.

TOP OF DESCENT

(position)

L N

111

LVLD-18

Notification of the preferred time

and position to commence descent

for approach.

TOP OF DESCENT (time)

(position) TIME (time)

LM N

62

4. Crossing constraint message elements

Table A5-4-1. Crossing constraint uplinks (CSTU)

Instructions to cross a specified position at a specified altitude, time, and/or speed, instruction to cancel a crossing

constraint.

Message

element

identifier

Message element



for message element

display

ALRT RESP

42 (reserved) L R

43 (reserved) L R

44 (reserved) L R

45 (reserved) L R

46

CSTU-1

I Instruction that the specified

position is to be crossed at the

specified level. This may require

or within the aircraft to modify its

climb or descent profile specified

vertical range.

CROSS (position) AT (level) M W/U

47

CSTU-2

Instruction that the specified

position is to be crossed at or

above the specified level.

CROSS (position) AT OR

ABOVE (level single)

M W/U

48

CSTU-3



below the specified level.


BELOW (level single)

M W/U

49 Instruction that the specified


specified level and that level is to

be maintained when reached.

CROSS (position) AT AND

MAINTAIN (level)

M W/U

50 Instruction that the specified

position is to be crossed at a level

between the specified levels.

CROSS (position)

BETWEEN (level) AND

(level)

M W/U

51

CSTU-4



specified time.

CROSS (position) AT TIME

(time)

M W/U

52

CSTU-5



before the specified time.


BEFORE TIME (time)

M W/U

53

CSTU-6


position is to be crossed at or after

the specified time.


AFTER TIME (time)

M W/U

54

CSTU-7


position is to be crossed at a time

between the specified times.

CROSS (position)

BETWEEN TIME (time)

AND TIME (time)

M W/U

63

Message

element

identifier

Message element



for message element

display

ALRT RESP

55

CSTU-8



specified speed and the specified

speed is to be maintained until

further advised.

CROSS (position) AT (speed) M W/U

56

CSTU-9


position is to be crossed at a speed

equal to or less than the specified

speed and the specified speed or

less is to be maintained until

further advised.

CROSS (position) AT (speed)

OR LESS THAN (speed)

M W/U

57

CSTU-10


position is to be crossed at a speed

equal to or greater than the

specified speed and the specified

speed or greater is to be

maintained until further advised.

CROSS (position) AT (speed)

OR GREATER THAN

(speed)

M W/U

58

CSTU-11



specified time and at the level or

within the vertical range as

specified level.

CROSS (position) AT TIME

(time) AT (level)

M W/U

59

CSTU-12



before the specified time and at the

level or within the vertical range as

specified level.


BEFORE TIME(time) AT

(level)

M W/U

60

CSTU-13


position is to be crossed at or after

the specified time and at the level

or within the vertical range as

specified level.


AFTER TIME(time) AT

(level)

M W/U

61

CSTU-14



level or within the vertical range,

as specified level, and at the

specified speed, and the level and

speed are to be maintained.

CROSS (position) AT AND

MAINTAIN (level) AT

(speed)

M W/U

62 Instruction that at the specified

time the specified position is to be

crossed at the specified level and

the level is to be maintained.

AT (time) CROSS (position)

AT AND MAINTAIN (level)

M W/U

64

Message

element

identifier

Message element



for message element

display

ALRT RESP

63

CSTU-15


time the specified position is to be

crossed at the specified time at the

level or within the vertical range,

as specified, and at the specified

speed, and the level and speed are

to be maintained.

AT (time) CROSS (position)

AT TIME (time) AT AND

MAINTAIN (level) AT

(speed)

M W/U

5. Speed message elements

Table A5-5-1. Speed uplinks (SPDU)

Instructions to change or maintain speed, notifications to expect speed change.

Message

element

identifier

Message element



for message element

display

ALRT RESP

100

SPDU-1

Notification that a speed

instruction may be issued to be

effective take effect at the

specified time.

EXPECT SPEED CHANGE

AT TIME (time) EXPECT

(speed)

LM R

101

SPDU-2




specified position.


(speed) SPEED CHANGE

AT (position)

LM R

102

SPDU-3




specified level.

EXPECT SPEED CHANGE

AT (level single) EXPECT

(speed)

LM R

103 Notification that a speed range


effective at the specified time.

AT (time) EXPECT (speed)

TO (speed)

L R



effective at the specified position.


(speed) TO (speed)

L R



effective at the specified level.

AT (level) EXPECT (speed)

TO (speed)

L R

106

SPDU-4

Instruction that to maintain the

specified speed is to be

maintained.

MAINTAIN (speed) M W/U

188

Instruction that after passing the

specified position the specified

speed is to be maintained.

AFTER PASSING (Position)

MAINTAIN (Speed)

M W/U

65

Message

element

identifier

Message element



for message element

display

ALRT RESP

107

SPDU-5


present speed is to be maintained.

MAINTAIN PRESENT

SPEED

M W/U

108

SPDU-6


specified speed or a greater speed

is to be maintained.

MAINTAIN (speed) OR

GREATER

M W/U

109

SPDU-7


specified speed or a lesser speed is

to be maintained less.

MAINTAIN (speed) OR

LESS

M W/U

110

SPDU-8

Instruction that a speed within to

maintain the specified speed range

is to be maintained.

MAINTAIN (speed) TO

(speed)

M W/U

111

SPDU-9

Instruction that the present speed is

to be increased to the specified

speed and maintained until further

advised.

INCREASE SPEED TO

(speed)

M W/U

112

SPDU-10


to be increased to the specified

speed or greater, and maintained at

or above the specified speed until

further advised.

INCREASE SPEED TO

(speed) OR GREATER

M W/U

113

SPDU-11


to be reduced to the specified

speed and maintained until further

advised.

REDUCE SPEED TO (speed) M W/U

114

SPDU-12


to be reduced to the specified

speed, or less, and maintained at or

below the specified speed until

further advised.

REDUCE SPEED TO (speed)

OR LESS

M W/U

115 Instruction that the specified speed

is not to be exceeded.

DO NOT EXCEED (speed) M W/U

116

SPDU-13

Instruction that the aircraft’s to

resume a normal speed be

resumed. The aircraft no longer

needs to comply with a previously

issued speed restriction(s) are

cancelled.

RESUME NORMAL SPEED M W/U

189


to be changed to the specified

speed.

ADJUST SPEED TO (Speed) M W/U

222

SPDU-14

NotificationIndication that the

aircraft may keep its preferred

speed may be flown without

restriction.

NO SPEED RESTRICTION LM R

66

Message

element

identifier

Message element



for message element

display

ALRT RESP

223

Instruction to reduce present speed

to the minimum safe approach

speed.

REDUCE TO MINIMUM

APPROACH SPEED

M W/U

134

SPDU-15

Instruction Request to report the

requested speed defined by the

specified speed type(s).

REPORT (speed types)

(speed type) (speed type)

SPEED

M Y

136

SPDU-16


currently assigned speed.

CONFIRM ASSIGNED

SPEED

LM Y

151

SPDU-17

Instruction to report Request for

the earliest time or position when

the specified speed can be

accepted.

WHEN CAN YOU ACCEPT

(speed)

LM Y

Table A5-5-2. Speed downlinks (SPDD)

Requests related to speed and inquiries when speed change can be expected.

Message

element

identifier

Message element



for message element

display

ALRT RESP

18

SPDD-1

Request to fly at for the specified

speed.

REQUEST (speed) LM Y

19 Request to fly within the specified

speed range.

REQUEST (speed) TO

(speed)

L Y

49

SPDD-2


which a clearance to or position

that the specified speed can be

expected.

WHEN CAN WE EXPECT

(speed)

LM Y


which a clearance to a speed within

the specified range can be

expected.

WHEN CAN WE EXPECT

(speed) TO (speed)

L Y

113

SPDD-3

Notification of the requested speed

Report indicating the speed defined

by the specified speed types is the

specified speed.

(speed types) (speed type)

(speed type) SPEED (speed)

LM N

34 Notification of the present speed. PRESENT SPEED (speed) L N

39

SPDD-4


assigned speed is the specified

speed.

ASSIGNED SPEED (speed) M N

83

SPDD-5


specified speed can be accepted at

the specified time.

WE CAN ACCEPT (speed)

AT TIME (time)

LM N

67

Message

element

identifier

Message element



for message element

display

ALRT RESP

116

We can accept the specified speed

at the specified position.

WE CAN ACCEPT (Speed)

AT (Position)

L N

84

SPDD-6

We cannot accept Indication that

the specified speed cannot be

accepted.

WE CANNOT ACCEPT

(speed)

LM N

6. Air Traffic Advisory message elements

Table A5-6-1. Air traffic advisory uplinks (ADVU)

Advisories related to the use CPDLC, ADS-C and surveillance services.

Message

element

identifier

Message element



for message element

display

ALRT RESP

153 ATS advisory that the altimeter

setting should be the specified

setting.

ALTIMETER (altimeter) L R

213

ADVU-1

ATS Advisory that providing the

specified altimeter setting for

relates to the specified facility.

(facility Designation)

ALTIMETER (altimeter

setting)

LM R

154

ADVU-2

ATS Advisory that the radar ATS

surveillance service is terminated.

RADAR SURVEILLANCE

SERVICE TERMINATED

LM R

191

ATS Advisory that the aircraft is

entering airspace in which no air

traffic services are provided and

all existing air traffic services are

terminated.

ALL ATS TERMINATED M R

155

ADVU-3

ATS Advisory that radar contact

ATS surveillance service has

been established at the. A

position may be specified

position.

RADAR CONTACT

(position)IDENTIFIED

(position[O])

M R

210 ATS advisory that the aircraft has

been identified on radar and/or

ADS-B at the specified position.

IDENTIFIED (position) M R

156

ADVU-4

ATS Advisory that radar ATS

surveillance contact has been lost.

RADAR CONTACT

IDENTIFICATION LOST

M R

193 Notification that radar and/or

ADS-B identification has been

lost.

IDENTIFICATION LOST M R

68

Message

element

identifier

Message element



for message element

display

ALRT RESP

158

ADVU-5

ATS Advisory that the ATIS

information identified by the

specified code is the current ATIS

information code is as specified.

ATIS (atisATIS code) LM R

182 Instruction to report the

identification code of the last

ATIS received.

CONFIRM ATIS CODE L Y

212 ATS advisory that the specified

ATIS information at the specified

airport is current.

(facility designation) ATIS

(atis code) CURRENT

L R

214

ATS Advisory that indicates the

RVR value for the specified

runway.

RVR RUNWAY (Runway)

(Rvr)

M R

224

ATS Advisory that no delay is

expected.

NO DELAY EXPECTED L R

225

ATS advisory that the expected

delay has not been determined.

DELAY NOT

DETERMINED

L R

226

ATS advisory that the aircraft

may expect to be cleared to

commence its approach procedure

at the specified time.

EXPECTED APPROACH

TIME (Time)

L R

237

ADVU-6

Indicates that the Advisory to

request cannot be responded to by

the current unit and that it should

be requested from again with the

next ATC unit.

REQUEST AGAIN WITH

NEXT ATC UNIT

LM N

ADVU-7 Advisory of traffic significant to

the flight.

TRAFFIC IS (traffic

description)

M R

ADVU-8 Instruction to report that the

specified traffic has been visually

sighted and passed. The

instruction may indicate the

estimated time of passing.

REPORT SIGHTING AND

PASSING OPPOSITE

DIRECTION (aircraft

type[O]) (traffic location)

(ETP time[O])

M W/U

123

ADVU-9

Instruction that to select the

specified code (SSR code) is to be

selected..

SQUAWK (SSR code) M W/U

124

ADVU-10

Instruction that the to disable SSR

transponder responses are to be

disabled.

STOP SQUAWK M W/U

239

ADVU-11

Instruction that the to stop ADS-B

transmissions are to be

terminated.

STOP ADS-B

TRANSMISSION

M W/U

69

Message

element

identifier

Message element



for message element

display

ALRT RESP

125

ADVU-12

Instruction that the to include

level information in SSR

transponder responses should

include level information.

SQUAWK MODE CHARLIE

C

M W/U

126

ADVU-13

Instruction that the to stop

including level information in

SSR transponder responses

should no longer include level

information.

STOP SQUAWK MODE

CHARLIE C

M W/U

144

ADVU-14


confirm the selected (SSR) code.

CONFIRM SQUAWK CODE LM Y

179

ADVU-15

Instruction that the “ident”

function on the SSR transponder

is to be actuated.

SQUAWK IDENT M W/U

ADVU-16 Instruction to activate the ADS-C

capability.

ACTIVATE ADS-C M W/U

ADVU-17 Instruction to transmit voice

position reports, as specified, due

to ADS-C being out of service.

ADS-C OUT OF SERVICE

REVERT TO VOICE

POSITION REPORTS

M W/U

ADVU-18 Instruction to intermediary

aircraft to relay the specified

message to the specified aircraft

on the specified frequency, when

provided.

RELAY TO (aircraft

identification) (unit name)

(relay text) (frequency[O])

M W/U

ADVU-19 Request to check the aircraft

lateral position, level or speed due

to the ATC unit detecting a

deviation from the clearance.

(deviation type) DEVIATION

DETECTED. VERIFY AND

ADVISE

M W/U

240 Instruction that the ADS-B

transmissions should include level

information.

TRANSMIT ADS-B

ALTITUDE

M W/U

241 Instruction that the ADS-B

transmissions should no longer

include level information.

STOP ADS-B ALTITUDE

TRANSMISSION

M W/U

242 Instruction that the “ident”

function of the ADS-B emitter is

to be activated.

TRANSMIT ADS-B IDENT M W/U

244 ATS advisory that the radar

and/or ADS-B service is

terminated.

IDENTIFICATION

TERMINATED

L R

70

Table A5-6-2. Air traffic advisory downlinks (ADVD)

Reports related to the application of relay procedure

Message

element

identifier

Message element



for message element

display

ALRT RESP

47

ADVD-1

Report indicating that the aircraft

is squawking the specified (SSR)

code has been selected.

SQUAWKING (SSR code) LM N

79 The code of the latest ATIS

received is as specified.

ATIS (atis code) L N

102

Used to report that an aircraft has

landed.

LANDING REPORT N N

ADVD-2 Report indicating that whether or

not traffic has been visually

sighted and if so, if it has been

passed. May provide a description

of the aircraft.

TRAFFIC (aircraft type[O])

(traffic location) (traffic

visibility)

M N

7. Voice communications message elements

Table A5-7-1. Voice communications uplinks (COMU)

Instructions to monitor or contact air traffic control on voice frequencies and instruction to check stuck microphone.

Message

element

identifier

Message element



for message element

display

ALRT RESP

117

COMU-1

Instruction that the ATS unit to

establish voice contact with the

specified ATS unit name is to be

contacted on the specified

frequency.

CONTACT (unit name)

(frequency)

M W/U

118

COMU-2


position the ATS unit, to establish

voice contact with the specified

ATS unit name is to be contacted

on the specified frequency.

AT (position) CONTACT

(unit name) (frequency)

M W/U

119

COMU-3


time the ATS unit to establish

voice contact with the specified

ATS unit name is to be contacted

on the specified frequency.

AT TIME (time) CONTACT


M W/U

238

COMU-4

Notification that Advisory of the

secondary frequency is as

specified.

SECONDARY

FREQUENCY (frequency)

LM R

71

Message

element

identifier

Message element



for message element

display

ALRT RESP

120

COMU-5

Instruction that the ATS unit with

to monitor the specified ATS unit

name is to be monitored on the

specified frequency. The flight

crew is not required to establish

voice contact on the frequency.

MONITOR (unit name)

(frequency)

M W/U

121

COMU-6


position the ATS unit with, to

monitor the specified ATS unit

name is to be monitored on the

specified frequency. The flight

crew is not required to establish

voice contact on the frequency.

AT (position) MONITOR


M W/U

122

COMU-7


time the ATS unit with, to monitor

the specified ATS unit name is to

be monitored on the specified

frequency. The flight crew is not

required to establish voice contact

on the frequency.

AT TIME (time) MONITOR


M W/U

157

COMU-8

Notification that Instruction to

check the microphone due to

detection of a continuous

transmission is detected on the

specified frequency. Check the

microphone button.

CHECK STUCK

MICROPHONE (frequency)

MH N

COMU-9 Advisory of the name of the

current ATC unit.

CURRENT ATC UNIT (unit

name)

M N

Table A5-7-2. Voice communications downlinks (COMD)

Requests regarding voice contact or frequency change.

Message

element

identifier

Message element



for message element

display

ALRT RESP

20 Request for voice contact. REQUEST VOICE

CONTACT

L Y

21

COMD-1

Request for voice contact on the

specified frequency.

REQUEST VOICE

CONTACT (frequency)

LM Y

COMD-2 Notification from the intermediary

aircraft of the specified response

from the specified aircraft.

RELAY FROM (aircraft

identification) (relayed text

response)

M N

72

Message

element

identifier

Message element



for message element

display

ALRT RESP

89 The specified ATS unit is being

monitored on the specified

frequency.

MONITORING (unit name)

(frequency)

M N

8. Spacing message elements

Table A5-8-1. Spacing uplinks (SPCU)

Clearances to conduct spacing manoeuvre during en-route or arrival operations and notifications to expect spacing clearance.

Message

element

identifier

Message element



for message element

display

ALRT RESP

*

SPCU-1

ATS acknowledgement for the

pilot use of the in-trail procedure

when the ITP aircraft is behind the

reference aircraft. This message

element is always concatenated

with a vertical clearance.

ITP BEHIND (aircraft

identification of reference

aircraft)

LM LN

*

SPCU-2



when the ITP aircraft is ahead of

the reference aircraft. This

message element is always

concatenated with a vertical

clearance.

ITP AHEAD OF (aircraft


aircraft)

LM LN

*

SPCU-3



when the ITP aircraft is behind

both reference aircraft. This



clearance.



aircraft) AND BEHIND

(aircraft identification of

reference aircraft)

LM LN

*

SPCU-4



when the ITP aircraft is ahead of

both reference aircraft. This



clearance.

ITP AHEAD OF (aircraft


aircraft) AND AHEAD OF


reference aircraft)

LM LN

73

Message

element

identifier

Message element



for message element

display

ALRT RESP

*

SPCU-5



when the ITP aircraft is behind one

reference aircraft and ahead of one

reference aircraft. This message

element is always concatenated

with a vertical clearance.



aircraft) AND AHEAD OF


reference aircraft)

LM LM

* Use UM169 when sending these messages as free text.

Table A5-8-2. Spacing downlinks (SPCD)

Responses and reports to conduct spacing manoeuvre during en-route or arrival operations.

Message

element

identifier

Message element



for message element

display

ALRT RESP

*

SPCD-1

Advisory indicating that the pilot

has the ITP equipment, and

provides the specified distance to

the reference aircraft, including

aircraft identification. This



request.

ITP (specified distance)

BEHIND (aircraft


aircraft)

LM N

*

SPCD-2



provides the specified distance

from the reference aircraft,

including aircraft identification.

This message element is always


request.


AHEAD OF (aircraft


aircraft)

LM N

*

SPCD-3




both reference aircraft, including




request.


BEHIND (aircraft


aircraft) AND (specified

distance) BEHIND (aircraft


aircraft)

LM N

74

Message

element

identifier

Message element



for message element

display

ALRT RESP

*

SPCD-4



provides the specified distance

from both reference aircraft,

including aircraft identification.

This message element is always


request.


AHEAD OF (aircraft



distance) AHEAD OF


reference aircraft)

LM N

*

SPCD-5




one reference aircraft and the

specified distance from another

reference aircraft, including




request.


BEHIND (aircraft



distance) AHEAD OF


reference aircraft)

LM N

9. Emergency/urgency message elements

Table A5-9-1. Emergency/urgency uplinks (EMGU)

Instructions or annotations associated to instructions providing a high level of alert in the cockpit.

Message

element

identifier

Message element



for message element

display

ALRT RESP

131

EMGU-1

Instruction Request to report provide

the amount of fuel remaining (time)

and the number of persons on board.

REPORT REMAINING

FUEL ENDURANCE AND

PERSONS ON BOARD

MH Y

230

EMGU-2

Instruction to immediately comply

with the associated instruction is to

be complied with immediately to

avoid an imminent situation.

IMMEDIATELY H N

235

Notification of receipt of an

unlawful interference message.

ROGER 7500 H N

EMGU-3 Request to confirm an ADS-C

indicated emergency.

CONFIRM ADS-C

EMERGENCY

H A/N

199

(FreeText) H N

75

Table A5-9-2. Emergency/urgency downlinks (EMGD)

Reports providing a high level of alert to the air traffic control.

Message

element

identifier

Message element



for message element

display

ALRT RESP

55

EMGD-1

Urgency prefix.Indication of an

urgent situation.

PAN PAN PAN H Y

56

EMGD-2

Distress prefix.Indication of an

emergency situation.

MAYDAY MAYDAY

MAYDAY

H Y

112

Indicates specifically that the

aircraft is being subjected to

unlawful interference.

SQUAWKING 7500 H N

57

EMGD-3


fuel remaining (time) and number

of persons on board.

(remaining fuel) OF FUEL

REMAINING ENDURANCE

AND (persons on board)

PERSONS ON BOARD

H Y

58

EMGD-4

NotificationIndication that the

pilot wishes to cancel or

emergency condition situation is

cancelled.

CANCEL EMERGENCY MH Y

61 Notification that the aircraft is

descending to the specified level

due to an urgent need.

DESCENDING TO (level) H Y

10. Standard response message elements

Table A5-10-1. Standard response uplinks (RSPU)

Standard air traffic control responses to pilot inquiries and requests.

Message

element

identifier

Message element



for message element

display ALRT RESP

0

RSPU-1

Indicatesion that ATC the

message cannot comply be

complied with the request.

UNABLE M N

1

RSPU-2

Indicatesion that ATC has

received the message and will

respond be responded to shortly.

STANDBY LM N

2

RSPU-3

Indicates that ATC has received

the request but it has been

deferred until later Indication that

a long term delay in response can

be expected.

REQUEST DEFERRED LM N

76

Message

element

identifier

Message element



for message element

display ALRT RESP

3

RSPU-4


received and the message is

receivedunderstood the message.

ROGER LM N

4

RSPU-5

Yes Indication that ATC is

responding positively to the

message.

AFFIRM LM N

5

RSPU-6

No Indication that ATC is

responding negatively to the

message.

NEGATIVE LM N

211

RSPU-7


received the request and has

passed it been forwarded to the

next control authority unit.

REQUEST FORWARDED LM N

218

Indicates to the pilot that the

request has already been received

on the ground.

REQUEST ALREADY

RECEIVED

N N

143

RSPU-8

The requestRequest to confirm

the referenced request since the

initial request was not

understood. It The request should

be clarified and resubmitted.

CONFIRM REQUEST LM YN

Table A5-10-2. Standard response downlinks (RSPD)

Standard responses to air traffic control instructions and inquiries.

Message

element

identifier

Message element



for message element

display

ALRT RESP

0

RSPD-1

Indication that the instruction is

understood and will be complied

with.

WILCO M N

1

RSPD-2

Indication that the instruction

cannot be complied with.

UNABLE M N

2

RSPD-3

Wait for a reply Indication that the

message will be responded to

shortly.

STANDBY M N

3

RSPD-4

Indication that the message is

received and understood.

ROGER M N

4

RSPD-5

Yes. Indication of a positive

response to a message.

AFFIRM M N

5

RSPD-6

No. Indication of a negative

response to a message.

NEGATIVE M N

77

11. Supplemental message elements

Table A5-11-1. Supplemental uplinks (SUPU)

Annotations to air traffic control instructions and standard responses.

Message

element

identifier

Message element



for message element

display ALRT RESP

164

SUPU-1

Indication that the associated

instruction may is to be complied

with at any future time executed

when the flight crew is ready.

WHEN READY NM N

165 Used to link two messages,

indicating the proper order of

execution of

clearances/instructions.

THEN N N

166

SUPU-2

Indication that the associated

instruction message is issued due

to traffic considerations the

specified reason.

DUE TO (specified reason

uplinktraffic type) TRAFFIC

NM N

167 The associated instruction is issued

due to airspace restrictions.

DUE TO AIRSPACE

RESTRICTION

N N

168 The indicated communication

should be ignored.

DISREGARD M R

176 Instruction that the pilot is

responsible for maintaining

separation from other traffic and is

also responsible for maintaining

visual meteorological conditions.

MAINTAIN OWN

SEPARATION AND VMC

M W/U

177

Used in conjunction with a

clearance/instruction to indicate

that the pilot may execute when

prepared to do so.

AT PILOTS DISCRETION L N

SUPU-3 Instruction to execute the

associated instruction at the

aircraft’s best performance rate.

EXPEDITE M N

SUPU-4 Indication that the associated

instruction is either a revision to a

previously issued instruction or is

different from the requested

clearance.

REVISED (revision

reason[O])

H N

78

Table A5-11-2. Supplemental downlinks (SUPD)

Annotations to requests and standard responses.

Message

element

identifier

Message element



for message element

display

ALRT RESP

65

SUPD-1

Used to explain reasons Indication

for pilot’s that the associated

message is issued due to specified

reason.

DUE TO WEATHER

(specified reason downlink)

LN N

75

Used in conjunction with another

message to indicate that the pilot

wishes to execute request when the

pilot is prepared to do so.

AT PILOTS DISCRETION L N

66

Used to explain reasons for pilot’s

message.

DUE TO AIRCRAFT

PERFORMANCE

L N

74 States a desire by the pilot to

provide his/her own separation and

remain in VMC.

REQUEST TO MAINTAIN

OWN SEPARATION AND

VMC

L Y

101 Allows the pilot to indicate a desire

for termination of CPDLC service

with the current data authority.

REQUEST END OF

SERVICE

L Y

103

Allows the pilot to indicate that

he/she has cancelled IFR flight

plan.

CANCELLING IFR L Y

12. Free text message elements

Used when none of the standard message elements in the CPDLC message set in this appendix are appropriate for a specific intended use.

Table A5-12-1. Free text uplinks (TXTU)

Message

element

identifier

Message element



for message element

display ALRT RESP

169

TXTU-1

(free text) LM R

183

TXTU-2

(free text) M N

187

TXTU-3

(free text) N N

79

Message

element

identifier

Message element



for message element

display ALRT RESP

196

TXTU-4

(free text) M W/U

205

TXTU-5

(free text) M A/N

178 (reserved) L Y

170 (free text) H R

194 (free text) L Y

195 (free text) L R

197 (free text) M W/U

198 (free text) H W/U

201 Not used. L N

202 Not used. L N

203 (free text) M R

204 (free text) M Y

206 (free text) N Y

207 (free text) L Y

208 (free text) L N

Table A5-12-2. Free text downlinks (TXTD)

Message

element

identifier

Message element



for message element

display

ALRT RESP

91

TXTD-1

(free text) LM Y

97

(freeText) L N

98

TXTD-2

(freeText) NM N

67 (free text) L N

68 (free text) H Y

90 (free text) M N

92 (free text) L Y

93 (free text) H N

94 (free text) H N

80

Message

element

identifier

Message element



for message element

display

ALRT RESP

95 (free text) M N

96 (free text) L N

13. System management message elements

Table A5-13-1. System management uplinks (SYSU)

Messages dedicated to the management of the CPDLC communications (usually sent by the ground system).

Message

element

identifier

Message element



for message element

display

ALRT RESP

159

SYSU-1

A System-generated message

notifying that the ground system

has detected notification of an

error.

ERROR (error information) MN N

160

SYSU-2

Notification to the avionics that

the specified data authority is the

next data authority. If no data

authority is specified, this

indicates that any previously

specified next data authority is no

longer valid. System-generated

notification of the next data

authority or the cancellation

thereof.

NEXT DATA AUTHORITY

(facility designation[O])

NM N

161 Notification to the avionics that

the data link connection with the

current data authority is being

terminated.

END SERVICE N N

162

SYSU-3

System-generated Nnotification

that the ground system does not

support this received message is

not supported.

MESSAGE NOT

SUPPORTED BY THIS

ATSC UNIT

LM N

163 Notification to the pilot of an

ATSU identifier.

(facility designation) N N

81

Message

element

identifier

Message element



for message element

display

ALRT RESP

227

SYSU-4

Confirmation to the aircraft

system System-generated

notification that the ground

system has received the message

to which the logical

acknowledgement refers and

found it is acceptable for display

to the responsible person.

LOGICAL

ACKNOWLEDGEMENT

MN N

233

SYSU-5

Notification to A

system-generated message

indicating that messages sent

requiring a requests for logical

acknowledgement will

acknowledgements are not be

accepted by this ground system

permitted.

USE OF LOGICAL

ACKNOWLEDGEMENT

PROHIBITED

M N

234 Notification that the ground

system does not have a flight plan

for that aircraft.

FLIGHT PLAN NOT HELD L N

SYSU-6 Advisory providing the maximum

one-way uplink message

transmission delay.

LATENCY TIME VALUE

(latency value)

N N

SYSU-7 Indication that the received

message has a latency greater

than the requirement.

MESSAGE RECEIVED

TOO LATE, RESEND

MESSAGE OR CONTACT

BY VOICE

M N

Table A5-13-2. System management downlinks (SYSD)

Messages dedicated to the management of the CPDLC communications (usually sent by aircraft system).

Message

element

identifier

Message element



for message element

display

ALRT RESP

62

SYSD-1

A System-generated message that

the avionics has detected

notification of an error.

ERROR (error information) LN N

100

SYSD-2

Confirmation to the ground system

System-generated notification that

the aircraft system has received the

message to which the logical

acknowledgement refers and found

it is acceptable for display to the

responsible person.

LOGICAL

ACKNOWLEDGEMENT

MN N

82

Message

element

identifier

Message element



for message element

display

ALRT RESP

63

SYSD-3

A System-generated denial to

rejection of any CPDLC message

sent from a ground facility that is

not the current data authority.

NOT CURRENT DATA

AUTHORITY

LM N

99

SYSD-4

A System-generated message to

inform a notification that the

ground facility that it is now the

current data authority.

CURRENT DATA

AUTHORITY

LM N

107

SYSD-5

A System-generated message sent

to a ground system notification that

tries to connect to an aircraft when

a current data authority has not

designated the ground system is not

designated as the NDA next data

authority (NDA), indicating the

identity of the Current Data

Authority. Identity of the Next

Data Authority, if any, is also

reported.

NOT AUTHORIZED NEXT

DATA AUTHORITY

(facility designation) (facility

designation[O])

LM N

SYSD-6 Indication that the received

message has a latency greater than

the requirement.

MESSAGE RECEIVED

TOO LATE, RESEND

MESSAGE OR CONTACT

BY VOICE

M N

SYSD-7 System-generated notification that

the aircraft is in the inhibited state.

AIRCRAFT CPDLC

INHIBITED

M N

64 Notification to the ground system

that the specified ATSU is the

current data authority.

(facility designation) L N

73 A system-generated message

indicating the software version

number.

(version number) L N

14. Message elements parameters

Table A5-14-1. Parameters

Provides descriptions for the variables used in the parameters specified in the message elements.

Variable Description

aircraft identification Provides the aircraft identification identical to, or the code equivalent of, the

aircraft call sign as provided in the Item 7 of the flight plan.

aircraft type Specifies the aircraft type when known.

altimeter setting Specifies an altimeter in inches of mercury or hectopascals.

arrival approach data Specifies at least one of the following: destination airport, arrival runway,

arrival procedure, or approach procedure.

83


ATIS code Specifies the current ATIS code.

ATS route designator Specifies the 2-7 character name of the route.

along track waypoint Specifies point in the route specified as relative distance for another

waypoint on the route. May include speed and level constraints at this point.

clearance limit Specifies the farthest cleared point as a position.

clearance name Specifies a 2-14 character name of a clearance, usually specifying the name

of an unpublished procedure or route.

clearance type Specifies the type of clearance as: approach, departure, further, startup,

pushback, taxi, or oceanic.

degrees Specifies direction in terms of degrees as either degrees from magnetic north

or degrees from true north.

departure clearance Specifies the required departure clearance information as one or more of the

following:

departure airport;

departure runway;

cleared to position;

departure route data specified as either;

o the route is as filed; or

o a SID and optionally that the rest of the route after the SID is as

filed (i.e. then as filed).

departure level, and any constraint on the level (duration or until

position);

expected level and any constraint on the level (duration or until

position);

departure speed and any constraint on the speed (duration or until

position);

departure heading in degrees;

indication when no delay is expected;

target start-up approval time;

arrival and/or approach procedures including any special instructions;

SSR code;

ATIS code; and/or

departure frequency.

departure data Specifies the departure data as at least one of the following: departure

airport, departure runway, or departure procedure.

deviation type Specifies the deviation type as a lateral position, level or speed.

direction Specifies direction as:

left, right, or either side;

north, south, east, or west; or

northeast, northwest, southeast, or southwest.

SSR code Specifies the SSR code as 4 octal digits.

specified reason downlink Specifies the reason for the associated message as weather or aircraft

performance.

specified reason uplink Specifies the reason for the associated message as: opposite direction traffic,

same direction traffic, converging traffic, crossing traffic, or diverging

traffic, airspace restriction, invalid oceanic entry point, no flight plan held,

oceanic clearance request received too late.

error information Specifies reason for error as: unrecognized message reference number,

insufficient resources, checksum failure, or undefined.

84


ETP time Specifies the estimated time (hours and minutes) of passing opposite

direction traffic.

facility designation Specifies the ICAO location indicator for a facility.

facility function Specifies the function of the facility as: centre, approach, tower, final, ground

control, clearance delivery, departure, control, radio, apron, information,

ramp, flight watch, AOC/company, de-icing, or flight service.

free text Provides additional information in a non-structured format.

frequency Specifies the frequency as an HF, VHF, or UHF frequency, or as a

SATVOICE number.

hold at waypoint Specifies a holding instruction providing the position of the holding as:

position, and additionally any or all of the following:

holding speed low, waypoint level constraint, holding speed high, a left or

right holding, degrees, time a further clearance is expected, and leg type.

latency value Provides the CPDLC message latency value in seconds.

lateral deviation Specifies the lateral deviation as the permitted distance left, right, or either

side from the cleared route in nautical miles or kilometres.

latitude longitude Specifies the latitude and longitude in degrees, minutes, tenths of minutes

and direction (north, south, east or west).

leg type Specifies a holding leg as distance (tenths of nautical miles or tenths of

kilometres) or time (tenths of minutes).

level Specifies a level as a single or block level in feet, metres, or flight levels.

level single Specifies a single level in feet, metres, or flight levels.

named instruction Specifies a named instruction as either a clearance name or a procedure

name.

number of degrees Provides the number of degrees.

number of minutes Provides the number of minutes (time).

persons on board Provides the number of persons on board or indicates that the number is

unknown.

place bearing distance Specifies a place bearing and a distance in nautical miles or kilometres.

place bearing Specifies a published identifier and degrees.

position Specifies a position as a:

published identifier;

latitude longitude; or

place bearing distance.

Position report Provides information similar to a voice position report as defined in 4.11.2.

procedure name Specifies a procedure name by specifying a procedure type (departure,

arrival, or approach) and identifier (1-20 characters), and when applicable:

the runway;

any required procedure transition; and/or

any required additional information about the procedure.

published identifier Specifies the published identifier name (1-5 characters) and associated

latitude and longitude (degrees, minutes, seconds).

relay text Specifies the information to be relayed to the specified aircraft as free text.

relayed text response Specifies information relayed from the specified aircraft as free text.

remaining fuel Specifies remaining fuel as time in seconds.

revision reason Specifies the reason(s) for the clearance revision as any or all of the

following: a level change, a speed change, a route change at a specified

position, a route change at multiple waypoints, an entry point change, a

clearance limit change, a named instruction change, and/or a ground location

change.

85


en-route data Specifies the cleared route of flight for up to 128 waypoints with positional

information (route information), including for each waypoint as required,

level constraint, speed constraint, required time of arrival, holding instruction

and fly-by or flyover information (route information additional). A

clearance limit may be included. A locally defined named instruction may

also be included.

route information additional Specifies any or all of the following:

1 to 8 along track waypoint;

1 to 8 hold at waypoint;

1 to 32 waypoint speed level; and

1 to 32 required time arrival.

route information Specifies route information as one of:

published identifier;

latitude longitude;

place bearing distance; or

ATS route designator.

required time arrival For the specified position, provides the required time of arrival (hours,

minutes (seconds (optional)), optionally any tolerance around the required

time of arrival, and indicates the required time of arrival as at, before, or after

the specified time.

runway Specifies a runway by direction and configuration (left, right, centre, or

none).

specified deviation Specifies the deviation from the route as a specified distance or number of

degrees.

specified distance Specifies distance in nautical miles or kilometres.

speed Specifies speed in English or metric units as indicated, true, ground, or Mach

speed.

speed types Specifies the speed as a minimum or maximum and 1 to 2 speed type(s),

where the speed type indicates speed as: indicated, true, ground, Mach,

approach, cruise, or present.

time Specifies time in hours and minutes.

traffic description Specifies a description of traffic significant to a flight by providing any or all

of the following information: the aircraft flight identification, the aircraft

type, the current flight level of the aircraft, the location relative to the given

aircraft as the distance (if known) above or below, and indicates when known

that the traffic is, opposite direction, same direction, converging, crossing, or

diverging from the given aircraft.

traffic location Specifies the location for opposite direction traffic indicating if the traffic is

above or below the given aircraft, and when known, provides the vertical

distance in feet or metres.

traffic visibility Indicates the traffic visibility as: “sighted and passed”, “sighted”, or “not

sighted”.

unit name Specifies the unit name by providing any or all of the following: facility

name, facility designation, or facility function as appropriate.

vertical rate Specifies the vertical rate as feet/minute or metres/minute.

waypoint speed level Specifies the speed and level constraints on the specified position.

— END —

AMENDMENT No. 7-B

TO THE

PROCEDURES

FOR

AIR NAVIGATION SERVICES


(Doc 4444)

INTERIM EDITION

The text of Amendment No. 7-B to the PANS-ATM (Doc 4444) was approved

by the President of the Council of ICAO on behalf of the Council on

6 June 2016 for applicability on 5 November 2020. This interim edition is

distributed to facilitate implementation of the amendment by States.

Replacement pages incorporating Amendment No. 7-B are expected to be

distributed in October 2016. (State letter AN 13/2.1-16/54 refers.)

June 2016

INTERNATIONAL CIVIL AVIATION ORGANIZATION

2

NOTES ON THE EDITORIAL PRESENTATION

OF THE AMENDMENT 7-B TO THE PANS-ATM

The text of the amendment is arranged to show deleted text with a line through it and new text

highlighted with grey shading, as shown below:

1. Text to be deleted is shown with a line through it. text to be deleted

2. New text to be inserted is highlighted with grey shading. new text to be inserted

3. Text to be deleted is shown with a line through it

followed by the replacement text which is highlighted

with grey shading.

new text to replace existing text

3

TEXT OF AMENDMENT 7-B TO THE

PROCEDURES FOR AIR NAVIGATION SERVICES


Chapter 1

DEFINITIONS

. . .

Situation display. An electronic display depicting the position and movement of aircraft and other

information as required.

Slush. Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be

displaced with a splatter; specific gravity: 0.5 up to 0.8.

Note.— Combinations of ice, snow and/or standing water may, especially when rain, rain and snow, or

snow is falling, produce substances with specific gravities in excess of 0.8. These substances, due to their

high water/ice content, will have a transparent rather than a cloudy appearance and, at the higher specific

gravities, will be readily distinguishable from slush.

Snow (on the ground).

a) Dry snow. Snow which can be blown if loose or, if compacted by hand, will fall apart upon release;

specific gravity: up to but not including 0.35.

b) Wet snow. Snow which, if compacted by hand, will stick together and tend to or form a snowball;

specific gravity: 0.35 up to but not including 0.5.

c) Compacted snow. Snow which has been compressed into a solid mass that resists further

compression and will hold together or break up into lumps if picked up; specific gravity: 0.5 and

over.

Special VFR flight. A VFR flight cleared by air traffic control to operate within a control zone in

meteorological conditions below VMC.

. . .

4.12 REPORTING OF OPERATIONAL AND

METEOROLOGICAL INFORMATION

. . .

4.12.3 Contents of special air-reports

4.12.3.1 Special air-reports shall be made by all aircraft whenever the following conditions are

encountered or observed:

4

a) moderate or severe turbulence; or

b) moderate or severe icing; or

c) severe mountain wave; or

d) thunderstorms, without hail that are obscured, embedded, widespread or in squall lines; or

e) thunderstorms, with hail that are obscured, embedded, widespread or in squall lines; or

f) heavy duststorm or heavy sandstorm; or

g) volcanic ash cloud; or

h) pre-eruption volcanic activity or a volcanic eruption. ; or

i) runway braking action encountered is not as good as reported.

Note.— Pre-eruption volcanic activity in this context means unusual and/or increasing volcanic

activity which could presage a volcanic eruption.

Editorial Note.— Renumber subsequent bullets accordingly.

. . .

4.12.6 Forwarding of meteorological information

. . .

4.12.6.3 When receiving special air-reports by voice communications, air traffic services units shall

forward them without delay to their associated meteorological watch offices, with the exception of

conditions applying to runway braking action encountered.

4.12.7 Forwarding of braking action information

When receiving special air-reports by voice communications concerning braking action encountered that is

not as good as that reported, air traffic service units shall forward them without delay to the appropriate

aerodrome operator.

. . .

5

Chapter 7

PROCEDURES FOR AERODROME CONTROL SERVICE

. . .

7.5 ESSENTIAL INFORMATION ON AERODROME CONDITIONS

. . .

7.5.2 Essential information on aerodrome conditions shall include information relating to

the following:

a) construction or maintenance work on, or immediately adjacent to the movement area;

b) rough or broken surfaces on a runway, a taxiway or an apron, whether marked or not;

c) water, snow, slush or , ice or frost on a runway, a taxiway or an apron;

d) water on a runway, a taxiway or an apron anti-icing or de-icing liquid chemicals or other

contaminant on a runway, taxiway or apron;

e) snow banks or drifts adjacent to a runway, a taxiway or an apron;

f) other temporary hazards, including parked aircraft and birds on the ground or in the air;

g) failure or irregular operation of part or all of the aerodrome lighting system;

h) any other pertinent information.

Note.— Up-to-date information on the conditions on aprons may not always be available to the

aerodrome control tower. The responsibility of the aerodrome control tower in relation to aprons is, with

respect to the provisions of 7.5.1 and 7.5.2, limited to the transmission to aircraft of the information which is

provided to it by the authority responsible for the aprons.

. . .

Chapter 11

AIR TRAFFIC SERVICES MESSAGES

. . .

11.4.3.4 MESSAGES CONTAINING INFORMATION ON AERODROME CONDITIONS

Note.— Provisions regarding the issuance of information on aerodrome conditions are contained in

Chapter 7, 7.5.

11.4.3.4.1 Whenever information is provided on aerodrome conditions, this shall be done in a

clear and concise manner so as to facilitate appreciation by the pilot of the situation described. It shall be

issued whenever deemed necessary by the controller on duty in the interest of safety, or when requested by

6

an aircraft. If the information is provided on the initiative of the controller, it shall be transmitted to each

aircraft concerned in sufficient time to enable the pilot to make proper use of the information.

11.4.3.4.2 Information that water is present on a runway shall be transmitted to each aircraft

concerned, on the initiative of the controller, using the following terms Whenever information is provided

concerning runway surface conditions that may adversely affect aircraft braking action, the following terms

shall be used, as necessary:

DAMP — the surface shows a change of colour due to moisture.

WET — the surface is soaked but there is no standing water.

STANDING WATER — for aeroplane performance purposes, a runway where more than 25 per cent of the

runway surface area (whether in isolated areas or not) within the required length and width being used is

covered by water more than 3 mm deep.

COMPACTED SNOW

DRY

DRY SNOW

DRY SNOW ON TOP OF COMPACTED SNOW.

DRY SNOW ON TOP OF ICE.

FROST

ICE

SLUSH

STANDING WATER

WATER ON TOP OF COMPACTED SNOW

WET

WET ICE

WET SNOW

WET SNOW ON TOP OF COMPACTED SNOW.

WET SNOW ON TOP OF ICE.

11.4.3.4.3 Appropriate ATS units shall have available for transmission to aircraft, upon request,

the Runway Condition Report information. This shall be passed to aircraft in the order of the direction of

landing or take-off.

7

. . .

Chapter 12

PHRASEOLOGIES

. . .

12.3 ATC PHRASEOLOGIES

12.3.1 General

. . .

12.3.1.11 AERODROME INFORMATION

Note 1.— See 11.4.3.4.3 for requirements for

passing RCR to pilots.

Note 2.— This information is provided for

runway thirds or the full runway, as

applicable.

a) [(location)] RUNWAY SURFACE CONDITION

RUNWAY (number) (condition)

a) [(location)] RUNWAY (number) SURFACE

CONDITION [CODE (three digit number)]

followed as necessary by:

1. ISSUED AT (date and time UTC);

2. DRY, or WET ICE, or WATER ON TOP OF

COMPACTED SNOW, or DRY SNOW, or

DRY SNOW ON TOP OF ICE, or WET

SNOW ON TOP OF ICE, or ICE, or SLUSH,

or STANDING WATER, or COMPACTED

SNOW, or WET SNOW, or DRY SNOW ON

TOP OF COMPACTED SNOW, or WET

SNOW ON TOP OF COMPACTED SNOW,

or WET, or FROST;

3. DEPTH ((depth of deposit) MILLIMETRES or

NOT REPORTED);

4. COVERAGE ((number) PER CENT or NOT

REPORTED);

5. ESTIMATED SURFACE FRICTION (GOOD,

or GOOD TO MEDIUM, or MEDIUM, or

MEDIUM TO POOR, or POOR, or LESS

THAN POOR);

6. AVAILABLE WIDTH (number) METRES;

7. LENGTH REDUCED TO (number) METRES;

8. DRIFTING SNOW;

9. LOOSE SAND;

10. CHEMICALLY TREATED;

11. SNOWBANK (number) METRES [LEFT, or

8

RIGHT or LEFT AND RIGHT] [OF or

FROM] CENTRELINE;

12. TAXIWAY (identification of taxiway)

SNOWBANK (number) METRES [LEFT, or

RIGHT or LEFT AND RIGHT] [OF or

FROM] CENTRELINE;

13. ADJACENT SNOWBANKS;

14. TAXIWAY (identification of taxiway) POOR;

15. APRON (identification of apron) POOR;

16. Plain language remarks

b) . . .

e) CAUTION (specify reasons) RIGHT (or LEFT),

(or BOTH SIDES) OF RUNWAY [(number)];

. . .

g) RUNWAY REPORT AT (observation time)

RUNWAY (number) (type of precipitant) UP TO

(depth of deposit) MILLIMETRES. ESTIMATED

SURFACE FRICTION GOOD (or MEDIUM TO

GOOD, or MEDIUM, or MEDIUM TO POOR, or

POOR;

h g) BRAKING ACTION REPORTED BY (aircraft

type) AT (time) GOOD (or MEDIUM to GOOD

TO MEDIUM, or MEDIUM, or MEDIUM to TO

POOR, or POOR);

i h) RUNWAY (or TAXIWAY) (number identification

of taxiway) WET [or STANDING WATER, or

SNOW REMOVED (length and width as

applicable), or CHEMICALLY TREATED, or

COVERED WITH PATCHES OF DRY SNOW (or

WET SNOW, or COMPACTED SNOW, or

SLUSH, or FROZEN SLUSH, or ICE, or WET

ICE, or ICE UNDERNEATH, or ICE AND

SNOW, or SNOWDRIFTS, or FROZEN RUTS

AND RIDGES or LOOSE SAND)];

j i) TOWER OBSERVES (weather information);

k j) PILOT REPORTS (weather information).

. . . . . . . . .

9

Appendix 1

INSTRUCTIONS FOR AIR-REPORTING

BY VOICE COMMUNICATIONS

. . .

1. Reporting instructions

MODEL AIREP SPECIAL

ITEM PARAMETER TRANSMIT IN TELEPHONY as appropriate

Sec

tion

3

. . . 9

Phenomenon encountered or observed, prompting a special air-report: • Moderate turbulence • Severe turbulence • Moderate icing • Severe icing • Severe mountainwave • Thunderstorms without hail • Thunderstorms with hail • Heavy dust/sandstorm • Volcanic ash cloud • Pre-eruption volcanic

activity or volcanic eruption

Runway braking action

Good Good to Medium Medium Medium to Poor Poor Less than Poor

TURBULENCE MODERATE TURBULENCE SEVERE ICING MODERATE ICING SEVERE MOUNTAINWAVE SEVERE THUNDERSTORMS THUNDERSTORMS WITH HAIL DUSTSTORM or SANDSTORM HEAVY VOLCANIC ASH CLOUD PRE-ERUPTION VOLCANIC ACTIVITY or VOLCANIC ERUPTION

GOOD GOOD TO MEDIUM MEDIUM MEDIUM TO POOR POOR LESS THAN POOR

. . .

Section 3

Item 9 — PHENOMENON PROMPTING A SPECIAL AIR-REPORT. Report one of the following

phenomena encountered or observed:

. . .

• volcanic ash cloud as “VOLCANIC ASH CLOUD”

• pre-eruption volcanic activity or a volcanic eruption as “PRE-ERUPTION VOLCANIC

ACTIVITY or VOLCANIC ERUPTION”

The following specification applies:

10

Pre-eruption volcanic activity in this context means unusual and/or increasing volcanic activity

which could presage a volcanic eruption.

Note.— In case of volcanic ash cloud, pre-eruption volcanic activity or volcanic eruption, in

accordance with Chapter 4, 4.12.3, a post-flight report shall also be made on the special air-report

of volcanic activity form (Model VAR).

• Good braking action as “BRAKING ACTION GOOD”

Good to medium braking action as “BRAKING ACTION GOOD TO MEDIUM”

Medium braking action as “BRAKING ACTION MEDIUM”

Medium to poor braking action as “BRAKING ACTION MEDIUM TO POOR”

Poor braking action as “BRAKING ACTION POOR”

Less than poor braking action as “BRAKING ACTION LESS THAN POOR”

The following specifications apply:

Good — Braking deceleration is normal for the wheel braking effort applied and directional

control is normal.

Good to medium — Braking deceleration or directional control is between Good and Medium.

Medium — Braking deceleration is noticeably reduced for the wheel braking effort applied or

directional control is noticeably reduced.

Medium to poor — Braking deceleration or directional control is between Medium and Poor.

Poor — Braking deceleration is significantly reduced for the wheel braking effort applied or

directional control is significantly reduced.

Less than poor — Braking deceleration is minimal to non-existent for the wheel braking effort

applied or directional control is uncertain.

2.2 Information recorded on the volcanic activity reporting form (Model VAR) is not for

transmission by RTF but, on arrival at an aerodrome, is to be delivered without delay by the operator or a

flight crew member to the aerodrome meteorological office. If such an office is not easily accessible, the

completed form shall be delivered in accordance with local arrangements made between the meteorological

and ATS authorities and the operator.

. . .

— END —

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